CCJ 1118

NOVEMBER APRIL 2018 2018

CCJ'S FIVE FLASHIEST FLEETS

Check out this year's sharp truck, trailer graphics page 62

CONTROLLING TIRE COSTS

Technology helps fleets treat all customers like royalty

Fleet programs keep trucks rolling page 66

HIGH-TECH HIRING No need to fill out paper applications page 56

BELTS AND HOSES Winter's coming, so check on them

BUSINESS SOLUTIONS FOR TRUCKING PROFESSIONALS

page 40

The corner office redefined.

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Specifications are subject to change without notice. Copyright Š 2018 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

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NOVEMBER 2018 | VOL 175 | NO. 11

JOURNAL LEADING NEWS, TRUCKING MARKET CONDITIONS AND INDUSTRY ANALYSIS

COVER STORY: Smarter service

Technology can help motor carriers and third-party logistics providers expand visibility of service metrics in ways that empower them to respond to customer needs and business opportunities more quickly. Some areas that fleets and 3PLs address to help manage and improve the end-toend customer experience include sales, pricing, operations and driver workflow.

Cover design by David Watson

FEATURES

66

Rolled into one

10 News

Commercial tires require expert management to help ensure optimal performance and minimize expensive truck downtime. An increasing number of fleets are opting to farm out tire maintenance responsibilities to professionals, which in turn frees that fleet’s formerly dedicated personnel to concentrate on the core business of moving freight.

ATA takes ongoing fight over California break laws to FMCSA … Volvo says emissions systems degrading …

FMCSA considers autonomy when defining ‘driver’ … ‘New NAFTA’

62

CCJ ’s Five Flashiest Fleets

Sharply designed fleet graphics can say a lot about a trucking company.

Whether they serve to promote a brand image or a specific product, truck and trailer wraps with bold colors and eye appeal help carriers stand out on crowded highways and surface streets. Check out the 2018 CCJ’s Five Flashiest Fleets, and get inspired to tell your message.

would allow U.S. to cap cross-border trucking program … EPA asked to investigate its use of pro-glider study …

States can waive CDL knowledge test for certain military personnel … FMCSA takes steps toward suspending insolvent brokers

59

Innovators: Penske Truck Leasing

The Reading, Pa.-based logistics and truck leasing giant creates a dynamic voicedirected system to tailor preventive maintenance based on a vehicle’s year, make and model.

… NACFE releases guidance report on medium-duty electric trucks

12 InBrief commercial carrier journal

| november 2018 3

DEPARTMENTS

ccjdigital.com

technology

facebook.com/CCJMagazine @CCJnow linkedin.com/ccjmagazine

Editorial

28 29 29 30

Trucks are safer than the motoring public Volvo developing autonomous e-vehicle Meritor launches severe-duty axles Kenworth ‘planning for the future’ with W990

30 InBrief 33 Volvo set to deploy e-trucks in 33 35

42 43 43 44 45

California

45

Toyota, Kenworth, Shell target zero emissions

47

Paccar’s Mississippi plant builds 150 MX engines daily

McLeod Software targets modern freight matching Maven touts mobile fleet management eDriving program targets driver risk Tech firms talk autonomous workflows for smart trucks SambaSafety, Vigillo prep new CSA Scorecard ALK releases updated PC Miler 32 software New Stay Metrics reporting predicts early-stage turnover

36 Test Drive:

49 InBrief 50 Trimble adding fuel,

40 InFocus: Belts and hoses

52

Mack Anthem

LTL modules

54

Survey: Telematics used more for compliance than safety P&S Transportation using voice-activated analytics

56 InFocus: Digital recruiting ALSO IN THIS ISSUE

80 4

Products

Inverter, headlamp, axle, more

commercial carrier journal

| november 2018

6

Upfront

88

Preventable or Not?

87

Ad Index

Editor Jeff Crissey’s column

John Doe was preparing to back up to the restaurant’s loading area when an employee who was late for work skidded her Mustang into his truck. Was this a preventable accident?

Editor: Jeff Crissey Senior Editor: Aaron Huff Equipment Editor: Jason Cannon Managing Editor: Dean Smallwood Senior Editor: James Jaillet News Editor: Matt Cole Contributing Editor: Todd Dills editorial@ccjdigital.com

Design & Production

Art Director: David Watson Graphic Designer: Kenneth Stubbs Quality Assurance: Timothy Smith Advertising Production Manager: Leah Boyd production@ccjdigital.com

Corporate

Chairman Emeritus: Mike Reilly President/CEO: Brent Reilly Chief Operating Officer: Shane Elmore Chief Financial Officer: Kim Fieldbinder Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Senior Vice President, Acquisitions & Business Development: Robert Lake Senior Vice President, Data: Prescott Shibles Vice President, Events: Stacy McCants Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault

A 3200 Rice Mine Road N.E. Tuscaloosa, AL 35406 800-633-5953 randallreilly.com

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Commercial Carrier Journal (ISSN 1533-7502) is published monthly by Randall-Reilly Publishing Co. LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Single copy price U.S., $6; Canada/ Mexico, $9; Foreign, $12. Subscription rates, payable in U.S. dollars, $48 per year (in Canada $78 U.S. currency). For subscription information/inquiries, please email commercialcarrierjournal@halldata.com. Periodicals Postage-Paid at Tuscaloosa, AL, and at additional mailing offices. POSTMASTERS: Send all UAA to CFS. (See DMM 507.1.5.2); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Commercial Carrier Journal, PO Box 2186, Skokie, IL 60076-9919. Unsolicited letters, manuscripts, stories, materials or photographs cannot be returned except where the sender provides a postage-paid, addressed, stamped envelope. Address all mail to Commercial Carrier Journal Editorial Dept., P.O. Box 3187, Tuscaloosa, AL 35403. All advertisers for Commercial Carrier Journal are accepted and published by Randall-Reilly Publishing Co. LLC on the representation that the advertiser and/ or advertising agency are authorized to publish the entire contents and subject matter thereof.

The advertiser and/or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Co. LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark, infringement and any other claims or suits that may arise out of publication of such advertisement. Copyright © 2018, Randall-Reilly Publishing Co. LLC All rights reserved.

Reproduction in whole or in part without written permission is prohibited. Commercial Carrier Journal. is a registered trademark of Randall-Reilly Publishing Co. LLC. Randall-Reilly Publishing Co. LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

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LEADING LEADINGNEWS, NEWS, TRUCKING TRUCKINGMARKET MARKET CONDITIONS CONDITIONSAND AND INDUSTRY INDUSTRYANALYSIS ANALYSIS

Registry hack Volvo says FMCSA ATA takes allows ongoing after-hours fight over delays medical California move to park break while lawsloaded to FMCSA emissions certificate rule

T W

he Federal ith legislative Motor efforts Carrier onSafety the issue Administration repeatedly stalling, finalized the American changes to guidance Trucking around Associations the 150-air-mile-radius has turned to theagriculture Federal Motor hours-of-service Carrier exemption Safety Administration and use of the in personal its questconveyance to relieve carriers provision. operating in Both California proposed from changes the state’s weremeal put forward and restahead break of laws. the Dec. 18 compliance A federal deadline court for the in 2014 agency’s ruledelectronic that carriers logging mustdevice comply mandate with California’s and pitched laws as providing and provide claritydrivers and additional with paidflexibility 10-minute forrest drivers. breaks every four hours on duty and 30-minute The newmeal interpretation breaks every of when five hours. it is legal to use a truck for personal conveyance ATA allows and others use whether have argued the truck thatisthe loaded rulingorpresents not. Perhaps a conflict morewith significantly, the 1994 the guidance Federal Aviation answersAdministration a common question Authorization of whether Act,it’s which appropriate says thattoany usestate personal laws conveyance that would alter status prices, to routes or services of motor carriers are preempted by fedget eralto regulations. a safe parking In this case, ATA argues that federal hours-of-service regulations spot supersede or restany locastate laws that are in tion conflict after orhours have additional are hours exhausted requirements. by a shipperATA or receiver. on Oct. 1 asked FMCSA to reassert “The that movement F4A trumps California’s from regulations a shipper and to exempt all interor state receiver carrierstofrom the having to comply nearest with thesafe state’s resting break laws. FMCSA area was accepting may be identipublic comments on fied ATA’s as petition personalthrough Oct. 29. To A 2014 court ruling has caused a surge of lawsuits conveyance,” view comments, text go to Regulations. against carriers that operate in California, particularly of govthe andclarification search Docket No. FMCSA- small carriers based in the state. reads, 2018-0304. “regardless of The new interpretation of when it is legal to use a truck for personal conveyance allows useof whether the truck loaded or not. whether The 2014 the ruling driver by the 9th Circuit Court Appeals, whichis involved drivers exhausted suing Penske his Logistics for or her not providing the breaks, has caused a surge of lawsuits hours againstofcarriers service,that as long operate as the in CMV California, is being particularly moved solely smalltocarriers enable based the driver in theto obtain state, said the Joe required Rajkovacz, rest atdirector a safe location.” of government Personal affairs conveyance for the Western used thisStates way should be Trucking annotated Association. in the log.

WSTA also has been active in trying to exempt carriers from California’s Personal conveyance laws. also is newly allowed when a safety official requires a driver ATA’s to petition move during is the broadest an off-duty yet to period. be filed Such witha FMCSA. use should WSTA filed be “no farther a petition than the in July nearest asking reasonable that carriers andand safe drivers area to hauling complete oversize the and rest overweight period,” theloads textbe reads. exempt Regarding fromthe the150-air-mile-radius break laws. FMCSAexemption, has not yetFMCSA issued aclarified decision theondefinition that petition. of the radius However, as extending the Pipeline from the andcommodity’s Hazardous Materials source. Haulers Safety Administration ruled using the exemption but in who late September to extend beyondexempt the radius drivers would hauling not need hazardous to startmaterials hours recording and explosives until they from reach the edge California of the regulations. radius, the agency Thoughsaid. it was Such limited drivers in Scan the QR code with your smartphone or visit ccjdigital.com/news/subscribe-to-newsreturning scope, it was empty the can firststop win letters to sign up for the CCJ Daily Report, hours for those recording seekingupon reliefrea daily e-mail newsletter filled with news, entering from the the regulations. radius. analysis, blogs and market condition articles.

––James ToddJaillet Dills 10

commercial carrier journal

| november 2018

systems Motor Carrier degrading said TheSafetyFederalAdministration

V

last olvo month it intends postpone Group, the to global the umbrella implementation of a system company of Volvo

meantNorth to streamline its has communiTrucks America, discations with licensing agencovered that state components of its cies regarding drivers’ medical emissions control systems are certification status.quickly than degrading “more The multifaceted rule, part of expected,” which could cause whichengines took effect in January diesel to fall out of 2015, requires FMCSA electronically compliance withtoemissions stantransmit state licensing agendards.

Thetocompany announced ciesdiscovery the resultsOct. of drivers’ the 16. medical certifications; FMCSA receives that Claes Eliasson, spokesperson information medical for the Volvofrom Group, said examinthe ers. State agencies then will send degradation likely impacts trucks the Commercial inthe theresults NorthtoAmerican market, Driver’s License Information but “to what extent, we don’t SystemThe to make otherisstates know.” company investiawarethe of drivers’ results. gating issue, exam he said.

However, due in part to the The affected component is ongoing of the National part of theoutage selective catalytic Registry ofsystem, Certifiedimplemented Medical reduction an attempted inExaminers nearly allfollowing Class 8 truck engines FMCSA says it will postpone inhack, the United States to meet the requirement that it submit 2010 emissions standards.

SCR information to stateexhaust agenciesfluid for systems use diesel years, until Juneof2021. tothree reduce emissions nitrogen Matt Cole oxide and greenhouse –gases.

“We are collecting data to see which geographies and which engines and vehicles have this component,” Eliasson said. Volvo said there’s no safety or engine performance issue related to the degradation.

FMCSA saidit“an incident that to Volvo said is “not yet able

occurred in volume early December estimate the of engines 2017” led to interruptions

orinvehicles that may need to be developing the electronic addressed.”

– James Jaillet transmission process.

commercial carrier journal

| july 2018 9

GET YOUR CLASS 6 ISUZU FTR WORKING FOR YOUR BUSINESS THIS YEAR APR RATES AS LOW AS

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ON ALL NEW ISUZU FTR TRUCKS See Your Local Isuzu Dealer For Further Details Vehicles shown with optional equipment; some equipment is dealer installed. F-Series vehicles are assembled from component parts manufactured by Isuzu Motors Limited and by independent suppliers who manufacture such components to Isuzu’s exacting standards for quality, performance and safety. The 2.79% APR finance offer expires 12/31/18 and is only available through Isuzu Finance of America, Inc. Finance terms are limited. Participating dealers only. Credit approval required. Please see your authorized Isuzu dealer for qualifying information. Truck bodies represented herein are products of the Morgan Corporation. © 2018 ISUZU COMMERCIAL TRUCK OF AMERICA, INC.

JOURNAL NEWS

INBRIEF 11/18 • Congress extended the electronic logging device waiver for livestock and bee haulers through Dec. 7. A short-term funding package signed by President Trump on Sept. 28 gave Congress extra time to clear longer-term spending bills and to ward off a government shutdown. Bills to fund the U.S. Department of Transportation would extend the ELD exemption for livestockers through Sept. 30, 2019.

• ATRI's annual "Operational Costs of Trucking" report released last month found that carriers' per-mile costs rose 9.9 cents a mile in 2017 compared to 2016, with increased spending on driver wages and benefits accounting for 5.1 cents of that increase. Carriers spent on average 55.7 cents a mile on driver wages in 2017 compared to 2016's 52.3 cents. Spending on benefits rose from 15.5 cents to 17.2 cents.

Per-mile spending on fuel climbed to 36.8 cents in 2017, up from 33.6 cents in 2016.

• Law enforcement officers issued nearly 11,000 citations to truck and bus drivers during the annual Operation Safe Driver Week enforcement spree. Officers pulled over or inspected 42,144 commercial vehicle drivers and issued 10,709 citations and 29,908 warnings during the July 15-21 event.

• A new California law will impose joint liability on retailers and other customers that hire drayage carriers with unpaid final judgments for labor law violations. SB 1402 targets illegal activity that includes misclassifying employees as independent contractors.

• Mark Hazelwood, who was president of Pilot Flying J while company employees allegedly defrauded trucking companies in diesel purchasing contracts for nearly a decade, was sentenced to 12½ years in prison.

• Phil Pinter, a technician for FedEx Freight of Ida, Mich., was named the 2018 TMC SuperTech Grand Champion in the heavyduty division. Also, Ferris State University student technician Ian Partek was named the 2018 TMC FutureTech; Travel Centers of America technician Michael Kerfoot placed first in the trailer competition; and FedEx Freight’s Troy Rispoli won the light- and medium-duty vehicle competition.

12

commercial carrier journal

FMCSA considers autonomy when defining ‘driver’

T

he U.S. Department of Transportation last month released updated guidance on automated vehicles, including a loosened definition of who – or what – is considered a vehicle’s driver.

DOT said “Preparing for the Future of Transportation: Automated Vehicles DOT will recognize that terms such 3.0 (AV 3.0)” builds upon its previas “driver” or “operator” do not refer ous voluntary guidance, “Automated exclusively to a human and could include Driving Systems 2.0: A Vision for automated systems.

Safety,” and supports the safe development of automated vehicle technologies by providing new multimodal autonomous guidance, reducing policy uncertainty and clarifying roles and processes for working with the department as self-driving technology evolves.

Among the key updates to AV 3.0 is that DOT will adapt the definitions of “driver” or “operator” as appropriate to recognize that such terms do not refer exclusively to a human and could include automated systems.

“Moving forward, we recognize that a human is not always required behind the wheel,” said Larry Minor, associate administrator of policy and program development for the Federal Motor Carrier Safety Administration.

AV 3.0 states, “In general, subject to the development and deployment of safe [Automated Driving System (ADS)] technologies, [FMCSA] policy is that going forward, FMCSA regulations will no longer assume that the [commercial motor vehicle] driver is always a human or that a human is necessarily present onboard a commercial vehicle during its operation.”

Minor said the goal of broadening the interpretation is to define more clearly what is expected from a human driver and what is required of a truck’s automated system. The report states that even with ADS in control of a vehicle, “FMCSA retains its authority to take enforcement action if an automated system inhibits safe operation.”

Minor said FMCSA also will consider an appropriate division of authority between the agency and individual states on how or whether commercial driver’s license qualifications should apply to computerized driving systems. He said many regulations involving inspection, repair and maintenance can be applied in the context of ADS-equipped commercial trucks and motor coaches.

U.S Secretary of Transportation Elaine Chao said that while automated systems have made strides in technology and safety, much work still lies ahead. More than 75 percent of the motoring public say they are apprehensive about sharing the road with autonomous vehicles.

The new AV 3.0 guidance also provides several updates to automated vehicle initiatives, identifying and supporting the development of automation-related voluntary standards developed through organizations and associations and affirming the department’s ongoing work to preserve the ability for transportation safety applications to function in the 5.9 GHz spectrum.

FMCSA was accepting comments for 60 days starting Oct. 9. Go to Regulations. gov and search Docket No. DOT-OST-2018-0149.

– Jason Cannon

| november 2018

© 2018 Penske. All Rights Reserved.

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JOURNAL NEWS

‘New NAFTA’ would allow U.S. to cap cross-border trucking program

T

Advantages of Synthetic over Conventional Oil: • Improved performance • Keeps engines cleaner • Offers improved deposit control • Enhanced performance in extreme temperatures As engines have become more technologically advanced, so have the motor oil products designed to support them.

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14

commercial carrier journal

1168545_A255_ CCJ_Third_Aug2018.indd 1 Shell_CCJ1018_PG.indd 1

| november 2018

7/11/18 10:48 AM 8/30/18 10:36 AM

CAPTION:

In the early stages, both synthetic and conventional oils start out as crude oil. Unlike conventional motor oil, synthetic oil goes through a process where it is refined and distilled before being broken down into individual molecules. This process purifies the oil and makes it possible for engineers to customize the crude oil’s molecules and provide better protection than conventional motor oils deliver.

N/A 2.25” x 9.5” -.25” Commercial Carrier Journal August 2018

When it comes to your engine’s performance, the motor oil you select will have a big impact.

Understanding what synthetic oil is, its differences with conventional motor oil, and how it affects your engine’s performance can help you choose the right oil for your vehicle.

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JWT/Atlanta SHELL Rotella 1/3 Page VERT 1168545_A255_ CCJ_Third_Aug2018 “ROTELLA ROUNDUP”

ROTELLA ROUNDUP

he United States-Mexico-Canada Agreement, the newly announced trade deal meant to replace the North American Free Trade Agreement, would allow the United States more control over the existing cross-border trucking program by allowing it to cap the number of Mexican-domiciled carriers that could receive U.S. operating authority.

The new USMCA deal also would allow the U.S. Department of Transportation opportunities to evaluate Mexican-based carriers that already have U.S. crossborder operating authority. It also would maintain the prohibition on Mexican-based carriers hauling freight between two U.S. locations; Mexican-based carriers can haul only cross-border freight and cannot haul loads that originate and end in the United States.

The original NAFTA, signed in 1994 by President Clinton, called for the United States to set up a process for Mexican carriers to obtain U.S. operating authority and haul crossborder loads beyond the designated commercial border zone. In January 2015 after a three-year pilot program, the Federal Motor Carrier Safety Administration began allowing any Mexican-domiciled carrier to apply for U.S. authority.

However, an annex within the USMCA deal gives the United States the authority to limit the number of carriers that can obtain U.S. authority. It even allows the United States to put a moratorium on granting authority to any more Mexicanbased carriers. The annex allows U.S. regulators to make changes to the number of entrants to the crossborder program if they “determine that limitations are required to

The USMCA deal would allow the U.S. to cap the number of Mexican-domiciled carriers that could receive U.S. operating authority.

address material harm or the threat of material harm to U.S. suppliers, operators or drivers.”

Mexican carriers that already have authority would be grandfathered.

According to FMCSA’s website, 41 Mexican carriers currently have authority to haul cross-border freight beyond the commercial border zone.

USMCA would allow DOT to evaluate those carriers’ authority when they have a “change in circumstance,” according to the text. Such changes include if a Mexican carrier increases service to and from the United States or changes ownership. Also, the United States is free to keep the openapplication process for Mexican carriers as is.

The USMCA deal was unveiled Oct. 1. The United States and Mexico announced in early September the two countries had reached an agreement on a NAFTA rework, while Canada remained reluctant to join.

Canada agreed to the terms Sept. 30.

The agreement now must be ratified by Congress and then signed by President Trump to take effect.

Trump said he is “not at all confident” that Congress will enact the trade deal, citing political divisions as the reason.

– James Jaillet

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JOURNAL NEWS

EPA asked to investigate its use of pro-glider study

F

our Democrats in the House’s Science, Space and Technology Committee last month asked the U.S. Environmental Protection Agency’s Office of Inspector General to investigate the agency’s use of a study produced last year that determined that glider kit trucks do not produce harmful emissions at levels greater than trucks with new engines.

The study was produced by Tennessee Tech University and was funded by Fitzgerald Glider Kits. EPA cited the study last year in a proposed rule that sought to exempt glider kits from emissions standards enacted in 2016. Those regulations – part of the sweeping Phase 2 emissions standards enacted for all truck, trailer and engine manufacturers – called for glider kit makers to be capped at building 300 trucks a year. The 2017 proposal from EPA would have removed that cap.

The lawmakers asking for the inquiry by EPA’s OIG cite Fitzgerald’s financial relationships with TTU and a lack of qualified researchers and proper testing equipment and facilities. They also cite multiple high-level faculty members at TTU, including the principal researcher in the glider kits study, who’ve raised concerns about the study and its results.

The congressional letter is signed by Reps. Eddie Bernice

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commercial carrier journal

| november 2018

Johnson (D-Texas), Don Beyer Jr. (D-Va.), Suzanne Bonamici (D-Ore.) and Jerry McNerney The study found that glider kit trucks don't (D-Calif.). produce NOx and PM emissions at greater levFitzgerald els than that of new trucks with new engines. said it “has every confidence in the integrity of the study and the personnel who conducted it. The results were not predetermined.

Fitzgerald Glider Kits employees had no involvement in the monitoring or testing performed in connection with the study, nor were they involved in compiling the test data.” The company also said it is “common for universities to accept outside funding” for research.

The university earlier this year announced it was investigating the study and its conclusions due to questions surrounding the study and ethical concerns raised by faculty members. TTU President Philip Oldham told EPA to ignore the study’s results pending the outcome.

– James Jaillet

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JOURNAL NEWS

States can waive CDL knowledge test for certain military personnel

A

ll states soon will have the option to permanently waive the commercial learner’s permit knowledge test for certain military personnel looking to transition into the trucking industry

following their service.

In a final rule published Sept. 28, the Federal Motor Carrier Safety Administration gives state driver licensing agencies the option to waive the test,

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but it does not require states to do so.

The rule, effective Nov. 28, implements a requirement from the 2015-enacted FAST Act highway funding bill.

Another rule published in 2016 gave states the option to waive the skills test for transitioning military drivers.

The new rule also includes the option to waive the tests required for a passenger carrier endorsement, tank vehicle endorsement or hazardous materials endorsement with proof of training and experience.

Individuals who are, or were, regularly employed within the last year in a military position that requires, or required, driving a commercial vehicle are eligible for the waivers if the state allows them.

The notice of proposed rulemaking for the knowledge test waiver rule did not include the ability to waive endorsement tests, but FMCSA says several military occupational specialties include training that corresponds to the knowledge tests for various endorsements.

FMCSA has been giving states the option to exempt military drivers from the knowledge test since October 2016 through a two-year exemption granted to the Missouri Department of Revenue.

The agency says it does not have data from all states using the exemption, but it says just this year, Illinois has granted more than 75 knowledge test exemptions through the program. FMCSA also says there have been no reports of serious incidents involving these drivers.

– Matt Cole

A

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commercial carrier journal

| november 2018

A new rule will give states the option to waive the knowledge test for certain military members seeking a CDL.

OWN THE ROAD Introducing the Kenworth W990.

When the open road called, we answered.

JOURNAL NEWS

FMCSA takes steps toward suspending insolvent brokers

T

he Federal Motor Carrier Safety Administration last month proposed a rule that would set criteria by which the agency could immediately revoke the operating authority of brokers and freight

forwarders whose surety bonds or trust funds fall below the federally required $75,000 minimum. The agency also is seeking public input on a bevy of other issues as it relates to brokers that can’t

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pay carriers for loads tendered.

FMCSA published its notice of proposed rulemaking Sept. 27, and the agency was accepting public feedback for 60 days until Nov. 27. The proposed rule implements statutes set by Congress in the six-year-old MAP-21 highway funding law, which required FMCSA to take steps in bolstering the solvency of brokers and freight forwarders and to weed out those that aren’t. It also seeks feedback on enforcement of these regulations and definitions within the rule.

To make or view comments, go to Regulations.gov and search Docket No. FMCSA-2016-0102.

MAP-21’s most prominent change in broker regulation – boosting the minimum amount of surety bonds or trust funds required of brokers from $10,000 to $75,000 – was enacted by FMCSA in 2013. The newly proposed rule is intended to ensure brokers meet that requirement and sets criteria for which the agency can revoke the operating authority of those that don’t.

The agency proposes two broad situations for when it will suspend brokers’ authority to operate: If it is notified by providers of bonds or trust funds that a brokers’ bond/fund has dipped below $75,000; and when a broker does not respond to a bond/fund provider when a claim is filed and the provider “determines the claim is valid and provides notice of these events to FMCSA.” – James Jaillet

Under the proposed rule, FMCSA could immediately revoke the operating authority of underfunded brokers and freight forwarders.

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THE WORLD’S BEST DRIVERS HAVE SPOKEN.

Designed with the world’s best drivers in mind, the new Kenworth W990 combines our classic grille and chrome details with modern features like a well-appointed, special edition interior, improved “view over the hood” visibility and lighting, plus the state-of-the-art powertrain choices that will get your heart pounding. No other truck offers the performance and comfort your drivers deserve, along with rugged Kenworth styling that simply can’t be ignored. The W990: it’s what you’d expect from—and for—The World’s Best®.

See the whole W990 story at Kenworth.com/trucks/W990

Ask your Kenworth dealer about excellent leasing and financing options. ISO 9001:2000 © 2018 Kenworth Truck Company. A PACCAR company.

JOURNAL NEWS

NACFE releases guidance report on medium-duty electric trucks

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he North American Council for Freight Efficiency released its second guidance report on electric trucks, “Guidance Report: Medium-Duty Electric Trucks: Cost of Ownership,” which details multiple factors to consider in selecting medium-duty commercial battery-electric vehicles, with attention to considering all the cost-benefit factors in estimating return on investment.

“Commercial electric-powered trucks are real, as evident with our Fuso eCanter trucks in operation today,” said Larry Smith, director of fleet operations for Mitsubishi Fuso Truck of America. “Our trucks are deployed with customers in highly urban areas where that environment makes it possible to predict daily ranges and coordinate the most efficient vehicle charging opportunity.”

The report found that daily returnto-base urban cycles below 100 miles are best suited for battery-electric drivetrains and that the primary justification of CBEVs is to meet zero-emissions objectives.

“Medium-duty vehicles with oneshift-per-day operations offer the most straightforward application for batteryelectric vehicles,” said Keshav Sondhi, director of fleet engineering and sustainability for PepsiCo Inc. “As trucks sit idle for long periods of time, they can be charged at cost-effective rates and with fewer infrastructure demands.”

NACFE found that because field history is minimal, total-cost-of-ownership modeling for battery-electric vehicles involves a number of projections, estimates and guesses. The council identified 20 such factors concerning modern

NACFE developed a Total Cost of Ownership Calculator to compare diesel truck investments against comparable e-trucks.

fleets that it said fall into four broad categories: market issues, battery issues, regulatory issues and power issues.

However, it found that those unknowns are not stopping fleets from buying CBEVs and obtaining firsthand operational data.

The electrification of freight trucks has the potential to revolutionize the industry just as the dieselization of locomotive engines revolutionized freight transportation in the 1940s and ’50s, said Mike Roeth, NACFE executive director.

– Jason Cannon

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n PA R T N E R S O L U T I O N S / C I T G O L U B R I C A N T S

Q & A with Mark Betner and Steve Bowles

D Mark Betner CITGO HD Lubricants Manager

Steven Bowles CITGO Sr. Lubes Product Specialist

id you know that despite comprehensive coverage of the fuel-saving benefits of synthetic lubricant products by the trucking press, more than 70 percent of heavy-duty equipment owners still use 15W-40 oil in their equipment?

We talked to Mark Betner, heavy-duty lubricant manager for CITGO, and Steve Bowles, senior lubricant products specialists for CITGO, about the most frequently asked questions they receive regarding lower-viscosity oils.

Q: Why do you think equipment owners are still not clear on how to choose the right oil category for their fleet?

A: Challenges with selecting a category of API CK-4 engine oil are often based on lack of communication on the part of engine oil providers.

There has been a tendency to provide only generalizations of the benefits of premium oil versus a fleet-type oil Consumers generally recognize a brand name and may check if the product meets the API CK-4 category and the OEM specifications for their engines. Too often the evaluation of the product stops there. But, if a fleet leases their equipment, has short life cycles or is operating moderate duty, basic fleet-type oil may be perfectly fine for that type of operation. On the other hand, if a fleet is classified as having more severe operating conditions and needs to optimize both engine and engine oil service life, then they should consider a premium category of engine oil.

In other words, fleet owners should at least ask their engine oil supplier how to find out which oil is right for them.

Q: Why do some equipment owners believe that lower-viscosity oils are too thin?

A: Viscosity can be somewhat mysterious to equipment owners, and many believe that higher-viscosity oil must provide better wear protection. However, this is not necessarily true. Many fleets have done testing

for themselves using oil analysis to create confidence in the wear protection and engine durability results. Since this type of information is available, many of the largest fleets in America have been using low-viscosity oils for several years with excellent results.

Q: How can lower-viscosity synthetic oils increase fuel economy and maximize profits?

A: Your engine must work harder to pump a high-viscosity (thicker) oil throughout the engine than it does to pump lower-viscosity (thinner) synthetic oil throughout the engine. This is because higher-viscosity oils have more fluid friction than lower-viscosity synthetic oils. The more work that your engine performs, the more fuel it burns, so higher-viscosity oils contribute to greater fuel consumption, while lower-viscosity synthetic oils require less fuel.

Q: Why do many conventional fleet oils claim the same benefits as the higher-performing synthetic blends?

A: On the surface, conventional fleet oils appear to have the same benefits of higher-performing synthetic blends because they typically carry the same basic credentials as the higher-performing oils. However, they don’t tell the whole story. While fleet oils may meet the minimum requirements for API and different OEM specifications, higher-performing synthetic blends will not only meet, but can often greatly exceed these requirements. This means that the higher-performing synthetic blends can give you extra protection and performance above the typical fleet oil.

Q: What is the added value of the higher-performance oils?

A: Higher-quality oil can add value by giving extra protection and performance over the typical fleet oil. Higher-performing synthetic blends often have enhanced oxidation control, helping to maintain lubricant effectiveness and fuel economy benefits over longer time periods. They may also offer better deposit control (resulting in longer DPF life through reduced oil consumption). Quite often they offer superior acid neutralization to prevent corrosive wear. This extra engine protection delivered by higher-performance oils helps to maintain the major investment you have in your engine.

Q: What does CITGO offer to fleets to help determine the potential cost savings?

A: The investment in lubricants, often described as the “life blood” of any component, only averages about 1 percent of the budget to operate and maintain any machine. Recognizing that little to no savings can be realized by cutting corners on lubrication quality is a fact, not just an opinion of another oil supplier. When shopping for the better lubricant deal, some equipment owners may fail to evaluate the areas of cost savings that alternative lubricant choices can provide. The areas that should be explored are fuel savings, optimized oil change intervals, oil analysis cost, and energy usage from block heaters as it applies to improved start-up lubrication advantages from synthetic lubricants, equipment availability and downtime savings.

Even though lubricants are a small percentage of the maintenance program, incremental savings in these areas can yield significant savings with better-performing lubricants. CITGO has a user-friendly customized savings calculator for any fleet that provides a few fleet operational fact. Simply contact the CITGO product answer line at 1-800-249-4684 to ask a CITGO representative to prepare a customized savings analysis for your fleet.

For more information on these topics visit www.CITGOlubes.com.

PRODUCT REVIEWS, OEM & SUPPLIER NEWS AND EQUIPMENT MANAGEMENT TRENDS

BY JASON CANNON

Trucks are better and safer … … but the motoring public? Not so much

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ne of my favorite parts of my job is test-driving trucks. Who wouldn’t enjoy a little time on the open road?

I’ve had a commercial license for nearly three years, and climbing up in a tractor never gets old.

Most of my drives are for a single day or a few hundred miles, but in September, I embarked on a nearly 1,000-mile three-day trek across the Southeast in a Mack Anthem.

Driving a few hundred miles gives me a good idea of powertrain performance and driver comfort, but to really get a good understanding of the ins and outs of the lifestyle, you need to fill out a few pages in a logbook.

Part of that lifestyle – aside from truck stop lunches and navigating clogged lots playing hide-and-seek with a parking spot – is getting a bird’s eye view of your surroundings. But even with all the romance of the open road, there are certainly hazards.

Most people can’t drive According to the National Highway Traffic Safety Administration, the total number of people killed in traffic crashes in 2017 was 37,133 — down from 37,806 in 2016.

Given the number of people I saw watching their cellphone screens rather than the road in FOUR-WHEEL FRENZY: Most drivers don’t know how to operate safely around large trucks.

SAFER BIG RIGS: Most newer trucks are factory-equipped with collision mitigation systems.

COMFY HAULING: OEMs have listened to truck drivers when designing their latest models.

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At 65 mph, a tractor-trailer needs about 500 feet to stop, but the majority of the motoring public probably doesn’t know that.

front of them, this is surprising. The same NHTSA report says distracted driving-related crashes numbered 3,166 last year — 8.5 percent of all traffic fatalities in 2017.

I actually watched one person take what looked like a selfie at highway speed, so I would attribute any lives saved to safer vehicles and driver assistance technologies before I would to improved driving habits.

A shockingly high number of people like to tailgate a semi. I understand this practice is generally an encouragement to speed up, but we can’t see you back there, so it’s a wasted effort.

Worse than the tailgaters are the brake-checkers. At 65 mph, a tractor-trailer needs about 500 feet to stop. I’d be willing to bet the majority of the motoring public doesn’t know that.

Trucks are safer now Considering all the reasons listed above, NHTSA says the number of fatalities in 2017 involving large trucks increased by 9 percent compared to 2016.

Electronic stability control is standard on new trucks, and twice I inadvertently have tested the Bendix Wingman Fusion collision mitigation

WANT MORE EQUIPMENT NEWS? Scan the barcode to sign up for the CCJ Equipment Weekly e-mail newsletter or go to www.goo.gl/Ph9JK.

a fleet’s recipe system on a test for drive: failure:Once The expectation in a Volvo that earlier a new thishire year, should and once hit the onshop a Mackwith floor twoamonths level of expertise ago. comparable to employees with several years of seniority; The firsta lack time,ofaaguy mentoring in Greensboro, program;N.C., and awas management about to miss teamhis thatexit. doesn’t understand His solutiontoday’s was togeneration. make that right turn from the left lane of a three-lane highway and On average, across the it costs hoodmore of my than VNR. $8,000 Good to find news: andHe hire made his a technician. exit, but heHaving could ahave person hurt dedicated or killedtoseveral onboarding people in the process. that employee – ingraining them in your culture – is Two months critical. ago, just outside of Memphis, Tenn., I moved into “Does thethat leftkid lane nottoknow let awhat car merge he’s doing, fromorthe does he onramp. just After do itmaking differentits than waythe onto waythe youinterstate, do it?” Arrants the car said. sped around New technicians me, movedoften in front closely offollow me and a manufacturer’s climbed on the brakes to recommendation make an illegalorU-turn procedure through — thethe textbook grassyway. median — allHowever, withoutinsignaling. the “real world” – where speed and uptime In both arecases, of more theemphasis Fusion system than process – set –tothe react perception at a fol- may lowing be distance that theunder new employee a second is– slow swooped or lacking into action skill. and managed Baptizing an aggressive new braking hires in “your eventway” as the is cars an ongoing got outpart of my way.of their career development and an important part of According reducing to the turnover, American Arrants Trucking said. Associations, the average truck Tabbed on as thethe highway “participation is about trophy” six years generation, old, so even Milthough lennials many ofhave these gotten systems a bum arerap standard in the workplace, on newer Arrants trucks, they don’t said,yet adding makethat up ait majority takes a willingness of the highway. of the employer to A 9 percent learn how uptick to manage in largethetruck group. fatalities would be much higher without “They these only want systems. two basic things,” he said. “They want a clean, safe work environment, but more than anything else, they want to feel like they’re partDriving of the family. is more They’re comfortable very talented, and they are loyal, but they expect a few things The from seats you. never ” have been more cushy, the sleepers more spacious Unlike or thethe generations elbow room before more them, plentiful. most Millennials value personal time more Practically than money every and OEM as such hasmay implemented be unmotivated suggestions by overtime from pay, driver Arrants focus said. groups Incentives that have such pushed as compensation out door mirrors, time in angled lieu of overtime in wing panels pay mayand become an dropped increasingly the hood important nose tobenefit improve in attracting visibility.young talent, he said.

Competition Switches haveamong been moved fleets forfractions new technician of an inch talent toismake fierce,them and simply easier to showing reach, and upin at some a career cases, day isn’t theygoing have to been cut made it, Arrants larger said. so they can be activated “Recruit without in the removing beginning your [of gloves. the school year], not the end,” he said. “Don’t wait Gear for aselectors career fair forwhere AMTsyou’ll are migrating be one of 45 away others. from Gothe to the knee-space-robschool when school bing cobra starts.head ” and onto the dash panel or steering column.

Getting None ofinvolved that sounds earlier like in athe bigstudent’s deal, but education after maxing also helps out your shape daily their hours, potential theycareer certainly path,feel Arrants like it. said.

The Trucking deeperisn’t youan caneasy imbed or glamorous your operation career, in abut local it is a technical noble one, program, and thanks the more to technology likely that and school ever-increaswill produce ing attention the skillset toyou driver need, satisfaction, and the more it’s likely safer and you’llmore be able comfortable to hang on than to its ever. graduates.

JASON CANNON is Equipment Editor of Commercial Carrier Journal. E-mail jcannon@randallreilly.com or call (205) 248-1175.

Nikoladeveloping Volvo to showcase autonomous hydrogen tractor e-vehicle

N V

olvo ikolaTrucks Motor Co.’s hydrogen-electric announced semi-truck will it take center stage early is next developing year as the a new cornerstone of a three-day type eventofthe transportation company will use to showcase The driveline its and solution capabilities forand repetitive technologies. battery pack are of the same2019 type in hauls “Nikola involving World” high is set for mid-April used in Volvo precision Phoenix, the between city that fixed servesTrucks’ as the electric company’s hubs headquarters.

— a platform The first thattwo days, April 16 and trucks. consists 17, are invitation-only of autonomous, for Nikola reservation connected, holders, suppliers, electricmedia vehicles and and investors. a controlThe center. final day, The April vehicles 18, will arebe used open as tractor to the public. units and Aare pre-production compatible with version existing of the trailers. company’s hydrogen-electric The operation isNikola handled Two by will autonomous share day electric one withvehicles the unveiling linked of to a 2.3-megawatt a cloud service and ahydrogen transportation stationcontrol and thecenter.

NikolaThe NZT vehicles 4X4. are Demonstration equipped with drives sophisticated and hydrogen systems filling for willautonomous take place thedriving, next day. andOn theApril control 18, the center public continuously is invited to see monitors the zero-emissions the transport’s progress trucks and and NZT keeps in action. an accurate watch of each vehicle’s Registration position, to the free batteries’ eventcharge, will open onload content line Dec.and 3. service needs. – –Jason JasonCannon Cannon

Self-driving Meritor launches truck severe-duty maker expanding axles

M T

uSimple, eritor Inc. a self-driving systems provider, haslaunched been testing its its Level 4 Class 8 autonomous new MX-610 trucks frontin Arizona for more than a year and driverecently and MZ-610 began hauling freight for-profit Meritor’s new with tridem-rear commercial axles carriers for in MX-610 the state.frontand MZmultiple Earliersevere-duty this year, TuSimpledrive expanded its 610 tridem-rear testing applications. facilities Built in to Tucson from 6,800 to axles are suited 50,000 operatesquare in extreme feet, and nextfor year, the commultiple severe-duty pany conditions, plans to thegrow MZ-its footprint further. To applications. support 610 tridem its development offers program, TuSimple projects wide-ranging it willaxle create 500 jobs across a variety of ratings fieldsand ranging high from ground engineering clearance as to well autonoas a mous gross axle truck weight driving rating and of office 60 tons management. and a gross The combination Tucson expansion weight of has 210 atons. projected total economic The MX-610 impact is of designed $1.1 billion to fitover the comthe next five pany’s years.

Elsa disc brakes in a double-caliper configuration The company to also offerplans high-rated to expand torque its with U.S. autonomous compact packaging. fleet to 200 Its small trucks product in 2019. envelTuSimple op is designed said thatforwith mounting 500 trucks 20-inch worldwide, wheel it rims willand havetothe offer world’s a steering largest angle autonomous of up to 42 truck degrees. fleet.

––Jason JasonCannon Cannon

commercial commercial carrier carrier journal journal | november | october2018 2018 29 21

INBRIEF

Kenworth’s new W990 pays homage to the historic W900L, which will remain in production.

• Isuzu signed a letter of intent with Cummins to jointly evaluate collaborative opportunities on power-source businesses. Each company will assign a team to explore product technology development, service and other areas with the potential for a longer-term partnership on the next generation of large and small diesel- and natural gas-based powertrains, as well as new powertrain technologies such as electrification.

• Bridgestone Americas Tire Operations announced a 10-percent price increase on its Dayton brand truck and bus radial tires sold in the United States and Canada in response to increased business costs and other market dynamics. The company also increased its National Account, National Fleet and National Fleet Preferred Account prices by up to 10 percent on all Bridgestone and Firestone truck and bus radial tires, Bandag retreads and tire-related services.

• Yokohama Tire Corp. opened its new tire research and development facility – the Yokohama Development Center America – in Cornelius, N.C. The high-technology 25,000-squarefoot-building replaces the temporary research and development office Yokohama has used in Concord, N.C., since 2016.

• Peterbilt is upgrading the Vehicle Electrical Control Unit on its new Model 567 and 579 trucks to help increase customer functionality and simplify vocational body upfitting. Upgrades will include customized settings for power-takeoff operation, multiplex switches to help improve diagnostics capabilities and additional safety interlocks.

• Kenworth launched its Body Builder Academy Training video series for its T880 vocational truck. The six instructional videos focus on connectivity with Kenworth chassis systems, power-takeoff functions, integration of electronics between body and truck, and optimization of the driver interface for body functions through switches and dash messaging. The video series is available at www.youtube.com/KenworthTruckCo and will be coming soon to the Kenworth Essentials App.

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Kenworth ‘planning for the future’ with W990

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transmission and Paccar’s 40K tandem enworth’s new W990, featuring rear axles. front-end design enhancements, The 15-liter Cummins X15 is optioncab upgrades and improved aerodyal and offers 450 to 605 hp and 1,650 to namics, becomes the latest addition to 2,050 lb.-ft. of torque. the venerable W900 lineup.

Compared to the W900, the W990’s “The W900L’s not going anywhere, exterior helps achieve a 6 to 7 percent but we’re planning for the future, and gain in aerodynamics, yielding about a so it’s another product to address your 3 percent fuel efficiency improvement, business needs, as well as what drivers said Jonathan Duncan, Kenworth’s expect,” said Mike Dozier, Kenworth design director. Other design changes general manager. The W900 is the produce more subtle benefits. longest-running vehicle model in U.S. history, with production having begun “The powerful wind-split, that raised area down the middle of the hood — it’s in 1961. really designed to accentuate the length The Kenworth W990 is designed to maximize performance in linehaul, of the hood and helps you line it up on pickup-and-delivery, regional and heavyhaul operations. Available in daycab, 40-inch flat-top and 52-inch and 76-inch mid-roof sleeper configurations, the W990 is standard with a proprietary Paccar powertrain that consists of the MX13 The NAV+HD 7-inch color in-dash display provides access engine rated up to 510 to features such as truck-specific navigation, roadside hp and 1,850 lb.-ft. of assistance, vehicle data, hands-free calling, audio controls, blind-spot camera inputs and the internet. Also standard is torque, a 12-speed the Kenworth TruckTech+ remote diagnostics system.

Paccar automated

| november 2018

ed Edition interior comes in midnight black with glossy Ravenwood door and dash trim accents. The special interior features rich black leather, an embroidered W990 logo, Royal Blue double-stitched diamond The Limited Edition interior features driver and passenger door pads, a black seats with suede charcoal inserts and perforated leather with Royal Blue backing. The larger cab provides eight leather-wrapped steeradditional inches of clearance between the seats. ing wheel with Royal Blue stitching, and driver and passenger seats with suede the road,” Duncan said. “It has a real charcoal inserts and perforated leather dynamic shape to it that accentuates the with Royal Blue backing. powerful engine underneath. And those The W990 Driver’s Studio offers side-air intakes wrap up over the top of a 180-degree swivel passenger seat the hood, and they’re visible from the and a rotating table for two people, a driver’s seat. All of this kind of creates drawer-style refrigerator and space for an emotional connection.” a microwave.

On the hood’s sides, Duncan said, Entertainment is provided by Ken“that sculpted cove leads right into the worth’s premium audio package with a side-air intakes. And we even con320-watt amplifier, a 10-inch subwoofer centrate on the shape of the reflection and eight speakers; a swivel TV mount of the side-air intake in the hood. It for up to a 28-inch flatscreen TV; and opmakes it looks twice as deep as it actutional EpicVue pre-wiring for satellite TV. ally is in some colors.”

There’s a full-size wardrobe space for The grille has “the traditional, stately, hanging clothes, multiple storage drawers cathedral shape like a W900,” he said. and a large storage space under the lower "It’s got those inset surfaces at the top to bunk. The 1,800-watt inverter includes give it kind of a tailored, finished look." a shorepower connection and four stanVisibility also is improved, Duncan dard 120-volt sleeper outlets to power a said. “The glass on the side goes back range of electrical devices. further. The windshield is a lot taller.”

– Tom Quimby At 131.5 inches from bumper to back-of-cab, the W990 is hard to miss. It’s built on the same 2.1-meter cab platform used in Kenworth’s T680 and T880 tractors. Comfort and style options include the Limited Edition cab and sleeper interior and the W990 Driver’s Studio package of A narrow indentation on the sides of the hood leads into premium options. distinctive side-air intakes visible from the driver’s seat.

The W990 Limitcommercial carrier journal

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Volvo set to deploy e-trucks in California

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olvo Trucks announced plans to begin all-electric truck demonstrations in California next year, with commercialization to follow in 2020.

The California Air Resources Board has The California demonstration units preliminarily awarded $44.8 million to the will be based on technology already state’s South Coast Air Quality Management being used in the Volvo FE Electric, which Volvo Trucks will begin selling District for the Volvo LIGHTS (Low Impact in Europe in 2019.

Green Heavy Transport Solutions) project, a partnership between the Volvo Group, SCAQMD and industry experts in transportation and electrical charging infrastructure.

Volvo Trucks will deploy eight multi-configuration-battery Class 8 electric demonstration units and an additional 15 precommercial and commercial units throughout California’s South Coast Air Basin.

The Volvo LIGHTS project will involve 16 partners involved in freight operations at the facilities of two U.S. trucking fleets. Volvo LIGHTS is part of California Climate Investments, a statewide initiative to reduce greenhouse gas emissions, strengthen the economy and improve public health and the environment, particularly in disadvantaged communities.

A variety of smart technologies will be used – including remote diagnostics, geofencing and the company’s web-based service management platform – to monitor all truck performance aspects of the project and maximize vehicle uptime.

Volvo Trucks said the project's goal is to reduce an estimated 3.57 tons of air pollutants and 3,020 tons of greenhouse gases annually.

– Jason Cannon

Toyota, Kenworth, Shell target zero emissions

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he Port of Los Angeles received $41 million from the California Air Resources Board to Toyota began testing zerohelp the port move toward its goal of becoming emissions hydrogen-electric Kenworth T680 tractors last a near-zero-emissions facility, and port partners year at L.A.-area ports.

Toyota, Kenworth and Shell announced they’ll foot another $41.5 million to help fund the project.

Toyota in 2017 began testing a hydrogen-electric-powered Kenworth T680 at L.A.-area ports, and it unveiled the second iteration of the hydrogen-electric tractor during the summer.

Ten zero-emission hydrogen-electric T680 tractors, to be developed via a partnership with Toyota, will be deployed as part of the project and will be operated by Toyota Logistics Services, UPS, Total Transportation and Southern Counties Express.

Shell will develop two large-capacity hydrogen fueling stations in Wilmington and Ontario, California. The two stations will join three existing hydrogen fueling stations located at Los Angeles-area Toyota facilities.

Zero-emissions yard tractors and forklifts also will be put into service at L.A.-area ports as part of the project.

– Jason Cannon commercial carrier journal

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Paccar’s Mississippi plant builds 150 MX engines daily

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n July 2007, Paccar broke ground on a 400-acre greenfield in Columbus, Miss., a site that would become home to the company’s engine assembly plant, pushing out its first units a year-and-a-half later.

Turnover at Paccar’s Columbus Engine Plant in Mississippi is Since Paccar less than 5 percent and under 2.5 percent on the assembly line. opened its Columbus Engine Plant, employees have cranked out more than 175,000 MX engines.

The 450,000-square-foot facility produces about 150 MX engines per day at a split of about 10-12 percent MX11 and nearly 90 percent MX13. Penetration rates for the MX in Peterbilt and Kenworth tractors hover just under 50 percent.

“The MX11 has only been out since 2016, so I think customers are still trying to realize the benefit of it,” said plant manager Lance Walters.

The structure of the plant itself occupies barely 12 percent of the campus where it sits, and Walters said production numbers potentially could double through expansion.

“As our engine gets into the market more, we’re going to naturally grow our market share more,” he said. “Our engine will cover 80 to 90 percent of our customers’ specs, so that’s the production capacity that we need to be capable of.”

Production of a preordered engine begins about one week before truck assembly starts. The Columbus plant ships MX engines to Peterbilt’s truck plant in Denton, Texas, and Kenworth facilities in Chillicothe, Ohio; Renton, Wash.; and Mexicali, Mexico. Dedicated carriers handle 11 outbound shipments per day with 14 engines on each load.

The engine plant has been a zero-waste-to-landfill facility since it opened and features motion-activated LED lighting. Nearly 90 percent of all material arrives in a returnable container, a figure Walters expects to push to 100 percent in the next few years. The air conditioning system uses a combination of electric and gas depending on seasonality. All the compacted graphite iron chips milled off the cylinder heads – about 40,000 pounds per day – are recycled and add about $1 million per year back to the company’s bottom line.

“We didn’t try to get [Leadership in Energy and Environmental Design]-certified, but we built the facility with the same philosophies,” Walters said.

Paccar, which employs 600 in Columbus, competes for employees in and around Columbus with the likes of Yokohama and Boeing, both with facilities nearby.

Would-be employees submit an application, take an online test and pass an in-person job simulation before facing a five-person interview.

“We’re testing you for different values,” Walters said, noting that one of the interviewers is an employee from the production line. “They deselect a lot of applicants based on how they feel that person would be as a co-worker.”

– Jason Cannon commercial carrier journal

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TEST DRIVE: MACK ANTHEM

Flirting with 10 mpg Comparing Anthems yields fuel-efficient insights

BY JASON CANNON

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hen Mack unveiled its new flagship tractor a year ago, the company set its sights squarely on seizing more long-haul market share — and it’s working.

Anthem replaced Mack’s Pinnacle axle-back models, and even though production only officially ramped up at the first of this year, demand for the new truck has exploded. Orders of 70-inch standup sleepers already are two times higher than they were for all of 2017.

I tested three Anthem configurations last month on a three-day nearly-1,000mile drive from Asheville, N.C., to New Orleans. I made a similar run last year as part of a convoy that delivered several Anthems fresh off the assembly line in Allentown, Pa., to a trade show in Atlanta.

That drive was more to get a feel for the Anthem themselves and their revamped driver-friendly features.

Our latest trek was about 200 miles further – with overnight stops in Nashville and Memphis, Tenn. – and was designed to test the fuel efficiency of the trucks and their drivers.

All the trucks were outfitted with Mack’s mDrive 12-speed overdrive automated manual transmission and 13-liter MP8 engines, although power configurations varied. Each tractor featured a 70-inch standup sleeper and a 221-inch wheelbase.

Every wheel end was fitted with aerodynamic wheel covers, and both the truck and trailer got a set of EcoFlap aerodynamic splash guards.

The trailers – loaded to a 67,000-lb. gross – were upfitted with Transtex Edge trailer skirts and tails. The tails were GPS-enabled to self-deploy and retract at highway speeds. This was a cool feature 36

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considering that tails can deliver upwards of a 4-percent fuel efficiency improvement, but many drivers opt not to fool with the hassle of opening and closing them manually.

Anthem with HE+ Package: The blue tractors For the trip’s first segment – a 120-mile run from Asheville to Knoxville, Tenn., for lunch, then another 180 miles to Nashville for the night – I climbed into a Cobalt Blue Pearl unit.

Despite its blocky muscular exterior, the Anthem includes a number of aerodynamic enhancements for improved fuel efficiency, and the HE+ package adds another layer with a roof fairing with trim tab, side fairings with extensions, chassis fairings with ground effects and an aerodynamic bumper with a spoiler.

Anthem models spec’d with the MP8HE engine and HE+ package achieve the U.S. Environmental Protection Agency’s SmartWay designation.

Under the hood, these trucks were equipped with MP8HE-445SE engines (445 hp and 1,860 lb.-ft. torque) with Mack Energy Recovery Technology and used a 2.47 rear-axle ratio. The engine’s

Anthem models spec’d with the MP8HE engine and HE+ package are SmartWay-certified.

| november 2018

I tested three Mack Anthem configurations last month on a three-day nearly1,000-mile drive from Asheville, N.C., to New Orleans.

fixed-geometry turbocharger is a simpler design that uses fewer moving parts.

ERT, Mack’s modern spin on turbo compounding, captures waste energy from the MP8HE’s exhaust and converts it to mechanical energy returned to the engine crankshaft as additional torque. Scott Barraclough, Mack technology product manager, says that while this process doesn’t add more power, it “relaxes” the engine, allowing it to run at a lower rpm with less stress on components and improved fuel efficiency, durability and reliability.

The run out of Asheville is mostly downhill with tight switchbacks, so I deployed a liberal use of the engine brake.

Gravity wanted to give me all kinds of free energy, but I wasn’t comfortable taking it; as a result, I averaged 8.1 mpg over 302 miles. The driver of a truck spec’d identical to mine, clearly more adept at handling all the head speed, ended Day One safely parked at McMahon Truck Center with 8.9 mpg on the same route.

Over the course of three days, the blue tractors averaged 8.4 mpg.

Mostly standard Anthem: The red tractors The basic configuration for an Anthem with a 70-inch standup sleeper includes an MP8-445C strapped to an mDrive transmission and a 3.08 rear-axle ratio.

These Lacquer Red Pearl trucks featured an MP8-445C (445 hp and

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These aerodynamic Lacquer Red Pearl trucks featured an MP8-445C MaxiCruise engine.

1,860 lb.-ft. torque) MaxiCruise engine, and the rear end got a more top-endfriendly 2.47 ratio.

Outside, standard Anthems get a roof fairing, side fairings with extenders and an aerodynamic bumper without a spoiler, but these two test units got a full aerodynamics package.

The hop from Nashville to Memphis was a quick one — a single 242-mile shot. With less hilly terrain, I was able to average 8.5 mpg on the day.

My tractor’s identically spec’d sister unit did 8.3. On Day One, this setup posted 8.1 and 7.9 mpgs.

Thanks to a liberal use of cruise control, my mark was the highest fuel mileage average for the red tractors among all the drivers in our convoy. The three-day average for these trucks hit 8 mpg flat.

Anthem 6x2 lift axle with HE+ Package: The white tractors These trucks featured an MP8HE415SE (415 hp and 1,760 lb.-ft. torque) engine with ERT and the company’s HE+ package.

Also notably, these trucks were a 6×2 configuration outfitted with a liftable pusher axle and automatic load biasing.

I was most excited about driving these Arctic White trucks. Between the ERT, the aerodynamic package, the 2.50 rear end and the 6x2, I was going to hit 10 mpg. Maybe 11.

“Hello? Guinness Book of World Records? Have I got a story for you!”

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Day Three was a long 388-mile two-segment run from Memphis to Jackson, Miss., for lunch and then to New Orleans for the night. The white tractors averaged a robust 9.2 mpg for the entire journey, and many drivers flirted with 10 mpg. One driver even crossed that mark with 10.4 on Day Two. However, my final-day 8.4 was the lowest mpg figure to come from the white units during the 932-mile trek.

Since Mack’s ERT delivers the waste energy back to the crankshaft, the engine can operate at a lower power band — between 1,000 and 1,100 rpm.

When I could keep my rpm near 1,050 for long stretches – cruising at around 62 mph – I would gain a tenth of fuel economy every few minutes. But just like in real trucking – where when you get there is just as important as that you get there – I consistently maintained a pace that kept me outside that optimized window where the truck’s fuel efficiency of the configuration really shined.

The driver of my truck’s twin posted 9.8 mpg on this same leg. The twin truck also flirted with a 10-mpg average for the entire trip at 9.8 mpg.

If you drop my mpg figure from the convoy’s average – I was the only one to park the truck with an average under 9 mpg – the two white units would have posted a combined average of nearly 9.5.

The driver of my truck’s twin, Truck No. 4, flirted with a 10-mpg average for the entire trip at 9.8 mpg.

| november 2018

What did we learn?

You have to work pretty hard not to hit, or even cross, 8 mpg in a current-generation tractor. Sure, there are traffic, weather and load conditions that can make this impossible, but under normal circumstances, the tractor – even in the most basic configuration – wants to give you 8 mpg.

When you add aerodynamics and a hyper-efficient powertrain such as Mack’s, you can bump 9 mpg with a driver who’s willing to accept the kind of help that technology can provide.

A tractor feeds you all kinds of useful information; all you have to do is look for it and try to understand it. The numbers I posted on the second segment of each drive were consistently better than my numbers from the first. During the early part of the drive, I could determine what the truck liked and didn’t like by watching engine load and fuel consumption data on the driver information display, and I used that feedback to influence my driving habits.

I logged my highest mpg mark in what should have been – and was, for average – the lowest mpg configuration in the convoy. Even in the white tractor – where I posted a self-esteem-crushing average compared to my peers – I pulled a Segment One 8.1 mpg up to a more respectable 8.8 on the second leg. That was higher than what my tractor – Truck 3 – averaged over the entire trip.

The run also validated the benefits of Mack’s ERT. The ERT-equipped blue tractors were 4 percent more fuel-efficient than the baseline red trucks, while the white tractors finally parked near Bourbon Street at Tri-State Truck Centers with a 14-percent advantage.

Calculating a truck’s total cost of ownership involves a lot of considerations, but I think the math for the purposes of this exercise across the Southeast is pretty straightforward: A fuel-efficient powertrain + good aerodynamics + a driver who is tuned in to both = plenty of bankable savings at the fuel island.

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in focus: BELTS AND HOSES

Wear and weather Rubber components face myriad of hazards

BY JASON CANNON

T

emperature swings are hard on rubber components such as belts and hoses that face continuous pressure and tension. Even a minor nick or slice can lead to major problems, says Brad Williamson, Alliance Truck Parts manager.

Cold weather can aggravate a hose’s durability, and lack of proper regular maintenance will contribute to eventual failure, says Mark Alexander, Peak’s director of product management for coolants and antifreeze.

“It’s highly recommended that maintenance professionals have coolant hoses inspected at every oil change,” Alexander says. Technicians should conduct a visual inspection each time the engine compartment is serviced and when the coolant system is flushed and filled, he says.

Tom Lee, marketing manager for Continental Contitech, says the drive belt system – made up of belts, tensioners, pulleys, bearings and possibly a overrunning alternator decoupler pulley – also should be inspected at oil change intervals or starting at 60,000 miles.

“The only way to avoid a roadside failure is to have these parts replaced when they show signs of wear,” Lee says. “Belt system components wear out. Tensioner and bearing pulleys can wear out.”

Ins and outs Some hoses, based on their location on the engine, may see more interior deterioration. Particles can break away and lodge in the radiator, heater core and coolant passages, obstructing coolant flow.

“For safe and dependable operation, all hoses must be inspected externally and internally on periodic bases,” Alexander says. “All questionable items, including 40

commercial carrier journal

connectors and clamps – gear, banded, wire or other type – should be replaced or cleaned as necessary.”

When inspecting the drive belt system, check the belt for rib wear, cracking, glazing, missing chunks and pilling, Lee says.

“Also look for backside damage,” he says. “Belt wear indicates a need to replace the belt and maybe the tensioner, pulley or OAD. Especially on heavy-duty trucks, road debris can cause belt damage, but the damage can be seen with periodic belt inspection.”

Winter worries The onset of cooler temperatures is a critical time to perform a system check, Alexander says. A consistently low level in the coolant expansion tank is a reliable indicator of a leak. Other evidence includes discoloration, white/ pink/green deposits, rust streaks and wetness on engine components.

“The most probable trouble areas are at hose connections, where engine movement causes wear or loosening of the clamps and quick connections,” he says.

“Visually inspect each hose.”

Hoses should not be swollen, bulging, split or cracked; they should feel firm but not hard, spongy or soft. “If you suspect that any of your hoses are about to fail, don’t wait,” Alexander says.

While a bad belt may continue to function, there are signs it is about to fail.

Lee says to listen for belt noise and look for erratic belt movement.

“Look at the tensioner movement,” he says. “Is it smooth and within its operating range? Is any part of the tensioner jammed, damaged or showing signs of corrosion? Are their signs of grease, indicating a bearing failure?”

| november 2018

Belts should be inspected for abnormal rib wear and cracks. Any belt showing more than two cracks within two inches should be replaced. Noisy belts are audible indicators of an issue.

The upper and lower radiator hoses should be inspected visually, along with the inlet and outlet heater hoses and all other miscellaneous hose lines for coolant recovery.

When to replace them?

Alexander admits that maintenance for belts and hoses can be tricky because they don’t have a clearly defined lifecycle. They last until they don’t, he says.

“According to [the Technology and Maintenance Council], silicone hoses in normal operated conditions could last for up to one million miles,” he says. “It all depends on the definition of ‘normal’ and the type and frequency of proper cooling system maintenance.”

Williamson suggests changing hoses after four years, while Lee says failures can’t be predicted on mileage alone.

“A visual inspection is the only way to avoid failures,” he says. “While mileage is a factor, it’s small compared to other influences. The weather can exaggerate the problem but will not cause the problem.

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technology MAKING THE LATEST TECHNOLOGY DEVELOPMENTS WORK FOR YOUR FLEET BY AARON HUFF

Modern freight matching

McLeod Software taking brokers, carriers deeper

G

rowing up as a farm boy, Clay Murdoch instinctively knows what to do when the dew forms on cut hay in the fields. As chief executive of Doug Andrus Distributing, he also knows what to do in a hot freight market.

“We need to bail hay,” said Murdoch during a breakout session held at the McLeod Software User Conference held last month in Birmingham, Ala. Murdoch said a shipper contacted him the morning of Oct. 1 to ask if Doug Andrus had any capacity available for the rest of the year.

Last January, a salesperson for Doug Andrus had asked the same shipper – who was a customer at the time – for a rate increase. “They laughed at us,” he said. “Who’s laughing now?”

Murdoch said that during his 30year career in trucking, he has never seen business this good for Doug Andrus, a 270-truck carrier based in Idaho Falls, Idaho.

Chasing opportunity Tom McLeod, founder and president ‘TURN DOWN BAD FREIGHT’: “Decide where the opportunities are,” Tom McLeod told conference attendees.

BOTH BROKERS AND CARRIERS: McLeod Software has leverage to apply features across its full product line.

NEW PRODUCTS: The company touted its capabilities for instant freight matching and rate negotiations.

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of McLeod Software, advised more than 1,200 attendees at the company’s annual user conference to “decide where the opportunities are and turn down bad freight,” and to “go after the customers you’ve always wanted.”

Data from the American Trucking Associations show the number of loads increased 15 percent from 2010 to 2018, while carrier revenues went up by an even Tom McLeod, president and founder of greater margin. ATA forecasts freight McLeod Software, discussed new connectivity tools for carriers and brokers at volumes to increase by 27 to 40 percent the company’s user conference. by 2029.

“Everyone has all the freight they can handle,” McLeod asked. “What do you do with that fact? You have the power to transform your company.”

Third-party logistics and freight brokerage companies also are faring well, he said, as shippers are struggling to find capacity beyond their core carriers.

McLeod Software offers enterMcLeod Software is developing a 5-star prise-wide transportation management rating system for loads using data science. software for carriers and brokerage and logistics companies.

“Doing everything with one product gives us a lot of leverage to develop features we can apply across the full product line,” said McLeod, who described his company’s new tools and product integrations that can help users maximize opportunities in the current environment.

“Our aim is to put you in the middle of the universe to connect to all products and services,” he told attendees, saying they would be “more efficient and be able to take advantage of your particular niche in the marketplace better than your competition.”

Digital freight matching New product announcements during the annual McLeod Software event centered on increasing connectivity for nonasset 3PL and freight brokerage clients that use its PowerBroker TMS and carriers using its LoadMaster TMS. For PowerBroker, a new Integrated Carrier Search function can match and share available loads with carriers instantly based on their lane preferences, historical data

november 2018

INTERESTED IN TRUCKING TECHNOLOGY? Scan the barcode or go to www.goo.gl/Ph9JK to subscribe to the CCJ Technology Weekly e-mail newsletter.

system and real-time may show locations. that atFreight midnight, brokers the unit andiscarriers still a quarter-mile using McLeod away TMS from the products unloading can participate spot. in McLeod Exchange through a built-in feature that shares “Wevisibility are very carefully of loads and watching capacity how between it is unloaded” brokers and to determine carriers. when The Exchange platform has been in the company’s basedelivery TMS products containers actually are available for pickup to set realistic appoint-for five years, but the of as users now has reached theispoint of critical ments, Prince said.number “Our job an intermodal provider to make sure amass, great McLeod of said.

“We are starting adoption taking off,” he said. number little things happento onsee time and correctly.”

With the McLeod Exchange product, carriers and brokers are able to view current market ratescapacity and market density, in terms of inbound loads, to faciliPredicting trailer tate ratemaking negotiations.

“We’ve got aoften lot of lose checks on data for validation, ” heor said.

When deliveries, drivers productive time unloading For brokers, the ratetrailers information into theload billed rate to shippers searching for empty to takeistosplit their next appointments.

If and no the paidtrailers rate toare carriers.

The onsite, difference is the average may margin in lanes, which empty available office personnel begin cold-calling typically hovers 15 percent, McLeod customers in theatarea to locate empty said. trailers.

Another new(CCJ tool Top for carriers and McLeod Anywhere Carrier U.S. Xpress 250, No. 16)brokers, equipsthe its trailer fleet with SkyBitz’s Mobile App, can embedded be downloaded drivers’ phones to of automatically tracking system withto cargo sensors.

One the nation’scapture largest load tracking data while giving driversTenn.-based functions to company capture proof-of-delivery truckload carriers, the Chattanooga, uses the infordocuments, post available tractors, and message dispatch. mation it receives to predict whenaccept trailersload willoffers be unloaded and ready for pickup, said Aaron Wood, the company’s manager of trailer management.

Bringing in data science The SkyBitz system is integrated with U.S. Xpress’ custom transportation A predictive scoring for loads being developed theWood LoadMaster management systemsystem and with ESRI’sismapping softwareforthat uses to platform that willfor givetracking carriersarrivals, a simpledepartures, way to evaluate the “forward set up geofences turnaround timesprofitaand bility,” or yield, of their orders. location and geographical planning regions. trailer inventories by customer McLeod data science company to develop theloaded scoringtrailsys“The bigpartnered thing thatwith bitesa us and any carrier is when we have tem,going whichinto usesmarkets a 5-starwhere load rating what Amazon shopers we dothat notlooks havesimilar loadedto freight out,” he said. pers useXpress to evaluate products.

When a loadincomes users can see the U.S. is managing trailer counts each in, planning region to rating immediately determine what they need do innetwork. terms of load planning or maintain theand balance of capacity across its to freight The company rate negotiations to increase also uses secondary carriersthe andscore. railroads to reposition its trailers in its The score is a “forward yield” calculation of (revenue – cost)/time. The scornetwork. ingInuses lane data to calculate where a truck likely will be coming thehistorical three years U.S. Xpress has been using the SkyBitz trailer tracking from to pick up thecount load has and gone the next four moves truck 14,000 likely will making. system, its trailer from 17,000 toaabout by be increasing “It will define your network for you, and you may find out your network efficiency and managing the available capacity in its network, Wood said.is notWith whatSkyBitz, you think” Randy Software U.S.said Xpress alsoSeals, can McLeod identify trailers atcustomer locationsadvocate. that have load features also are under development.

LoadMaster Trip notOther moved forplanning an extended period.

These events could signal possible mePlanning builds on Driver Feasibility functions to give chanical defects onthe trailers that are causing driversintoLoadMaster not hook up. carriers new tools plan details of trips with by themonitoring driver’s input anduse manage U.S. Xpress alsotoincreases trailer capacity their by those trips incarriers transit.and shippers through interchange third-party The trip planning toolwhen will incorporate and agreements.

“We know one of ourhistorical trailers starts live trafficWood data, weather, hours of service parking moving,” said. The system tracks and where trailers availability on the Drivers visibility of are picked up androute. dropped andwill howhave many miles they the trip so planning information through thefor McLeod Anymoved the company can bill carriers the authorwhere ized orapp. nonauthorized use of its trailers.

AARON HUFF is Senior Editor of Commercial Carrier Journal.

E-mail ahuff@ccjmagazine.com or call (801) 754-4296.

Maven touts Obstacle detection mobile system fleet management for big trucks

R M

earaven View Safety Machines, debutaedprovider its RVS-125 of fleet management Sensestat Wireless systems, Obstacle released Detection Maven Dispatch runs on any mobile device Maven System Dispatch, designed for drivers and any which to warncomtruck Rearbrowser View Safety’s RVSweb for disbines driverstraditional of potential 125 Sensestat Wireless patchers, planners and Obstacle Detection dispatch obstacleswith behind managers.

System is designed telematics their vehicle and with for easy installation added a detection layersrange of automation, providing a on heavy-duty trucks, with no need to install streamlined of up to 8 feet. workflow The product designed to excess cabling. push system back-office is engi- tasks directly to drivers, planners neered toand provide dispatchers and give the entire fleet the driver operational both audible visibility and invisual real time. warning indicators The mobile-cloud to avoid backing technology accidents. is built to deliver The wireless real-timeECU two-way is engineered communications, to be while waterproof GPS and andsensors includestrigger multiple automated antenna workflows. installation Maven options.Dispatch A user can alsoconnect is designed to to a Sensestat-equipped blend automation with trailer thebyability pressing to the customize monitor’s sync routes. button.

– Aaron Huff

eDriving program In-motion scale weighs driver targets each axle risk

M A

lliance unichScale Reinsurdebuted anceaAmerica truck scale engineered and eDriving to weigh aneach nounced axle and a collaboraprint a receipt tion to without offer comparequiring niesawith drivercommercial to stop. The Alliance fleets a driver AxleWeigh risk In The Alliance Motion reduction Truck program Scale is AxleWeigh In built that includes to weigh eDrivindividuMotion Truck al ing’s axles Mentor by driving program over eDriving’s MenScale is precontor app gives figured for easy the andscale Munich’s at 3 mph Smart redrivers a FICO installation and gardless Mobilityofprogram. truck length Safety to can beScore installed or The configuration. smarthelp on a them gravelchart their daily and phone-based Designed fortelemateasy driveway, elimiweekly the progress. nating need use, ics program, a driver stops Mentor at for ramps. the by eDriving, controller and comenters bines ahisclient’s truck’scollision, I.D. motor vehicle number, report and andtelematics the controller datawill with calculate behaviothe gross, ral science tare and andnet interactive values. Themicrotraining scale features factory-calibrated to help identify and loadremediate cells and arisky preprogrammed drivers and indicator. behaviors.

– Aaron Huff

commercial carrier journal | september november 2018

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technology

Tech firms talk autonomous workflows for smart trucks

A

panel of technology experts at last month’s McLeod Software User Conference in Birmingham, Ala., shared a vision of automated workflows for smart trucks — with or without drivers.

The panel discussed a new paradigm for mobile computing that would use integrated fleet management systems with “smart client” trucks.

Panelists Tom McLeod, president of McLeod Software, and Mark Cubine, chief marketing officer, joined Matt Krump, director of connected services for Navistar, in a breakout session called “Smart Truck As A Client.”

The STAAC initiative from McLeod Software, a developer and integrater of enterprise transportation management software, focuses on leveraging new computing and connectivity features of smart tractors.

McLeod believes that TMS systems eventually will be integrated directly with smart tractors to power an autonomous freight environment. Loads will be dispatched to driverless trucks and exceptions managed from pickup through delivery.

Achieving this full Level 5 autonomy may take years, but the interim possibilities are to improve the driver experience using integrated workflows between the office, truck and third parties for truck parking, platooning, vehicle maintenance and advanced routing and trip planning applications, among other options.

“No one is going at it alone,” Krump said. “We are all in it together.”

Remote diagnostics is an early example of a smart tractor application. Navistar uses embedded telematics devices in trucks to capture engine data and fault codes. With this data, the OEM provides its customers a remote diagnostics and predictive maintenance service at no charge.

Navistar’s OnCommand Connect service integrates with multiple third-party telematics devices and delivers real-time diagnostics to fleets for all their vehicles, whether or not those vehicles are manufactured by Navistar. Of the 500,000 truck VINs in OnCommand Connect, about two-thirds are from OEMs other than Navistar.

“We diagnose them all,” Krump said. “We understand trucks and engines, how to interpret that data and how to put it in an understandable form.”

Navistar is working with software companies to develop and test autonomous driving systems that capture data from cameras and sensors and interface with vehicle controls.

“Our role is to be able to execute the plan that devices are sending to a vehicle and do it perfectly every single time,” he said.

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november 2018

TuSimple plans to have a fleet of 200 trucks on the road next year with Level 4 autonomous technology.

TuSimple has partnered with Amazon Web Services to manage the data generated by its autonomous technology. The AWS Snowball edge device can store up to 100 TB of data.

Navistar plans to maintain an open environment for thirdparty technology companies to have an “opportunity to bring their services to the table and give customers choices,” Krump said.

One company that is developing the path to autonomy is TuSimple. The company is testing its autonomous driving technology for a dock-to-dock business model where trucks navigate safely between highways and distribution centers.

TuSimple’s Level 4 autonomous driving technology can see and interpret objects up to 1,000 meters away. The company currently is testing a fleet of self-driving Peterbilt tractors hauling commercial cargo for revenue on a daily basis along the Interstate 10 corridor in Arizona.

Based on TuSimple’s experience managing the truckloads of data generated by autonomous driving systems, data management solutions will be the diesel stations of the future, said Robert Brown, the company’s director of government relations.

“You will run out of data space on a truck before you run out of diesel,” Brown said.

TuSimple uses a powerful edge computing device from Amazon Web Services called a Snowball to manage the daily terabytes of data collected at the vehicle level from 10 cameras and other sensors.

The AWS Snowball devices store up to 100 TB of data, with onboard computational capacity that allows for local data analysis and data compression. The devices automatically mark driving events for TuSimple’s engineering team to review.

Once the data is uploaded to the AWS Cloud, TuSimple’s development engineers use machine learning through AWS to improve the algorithms that power autonomous driving.

– Aaron Huff

technology

SambaSafety, Vigillo prep updated CSA Scorecard

S

ambaSafety Powered by Vigillo, a provider of driver risk management products, announced the development of a new CSA Scorecard. The company said it began testing the Item Response Theory methodology for the CSA Fast Act Score Model two years before its planned release by the Federal Motor Carrier Safety Administration.

The SambaSafety CSA Scorecard Powered by Vigillo The SambaSafety CSA Scorecard Powered has been in development for the past year and soon will

by Vigillo is based on be available to customers. Based on FMCSA’s response to FMCSA’s approach usa report from the National Academy of Sciences, the proing the IRT methodology for the CSA Fast posed CSA FAST Act Score Model addresses recommenAct Score Model. dations made by NAS for improvements to the agency’s Safety Measurement System.

“IRT is very complex and data-intensive and almost completely changes the building blocks of CSA,” said Steve Bryan, executive vice president and general manager for SambaSafety Transportation. “There are no longer any violation weights, CSA points, BASIC measures or safety event groups. The new, single CSA BASIC score is a very different way of representing the safety culture of a motor carrier. By helping our customers manage that process in advance of the full release, we are enabling them to look at the same data they will be seeing with the new scoring model.”

– Aaron Huff

PROFITS

ALK releases updated PC Miler 32 software

A

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LK Technologies released PC Miler 32, the latest version of its truck routing, mileage and mapping software. Highlights include: Route Modifier, which allows users • ALK Content Tools, a cloud-based web tool to modify routing preferences by for creating, managing and sharing custom loca- avoiding or favoring road segments, now resides in the cloud-based ALK tion and route management content. Creation Content Tools. and management of two features, Places and Route Modifier, has moved from within PC Miler to ALK Content Tools. Users can continue to save and access frequently geocoded business or stop locations when route planning, as well as modify routing preferences by avoiding or favoring road segments.

• A Site Manager feature that better defines locations for improved last-mile routing and directions, precise mileage and accurate drive times. Located in ALK Content Tools, customers can enhance their custom Places by drawing a boundary polygon around a site perimeter and adding truck entry and exit gates, improving the accuracy of mile and cost calculations and directly affecting rates, billing and driver pay.

• Faster route insight with enhanced workflow features for efficiency and productivity. Now, customers can generate PC Miler’s Mileage report more quickly to view trip legs, overall miles and distance impact when inserting a stop along a route. Also, customers can create or modify a route more easily and quickly by inserting multiple stops at once using the Quick Add Stop Entry feature.

– Aaron Huff

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commercial carrier journal

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november 2018

45

©2018 FleetPride, Inc. All marks used herein are the property of their respective owners.

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technology

New Stay Metrics reporting provides early-stage driver turnover insights

S

tay Metrics, a provider of evidence-based driver feedback, engagement, training and retention technologies and services, released the latest version of its client-facing web portal, with new reporting tools designed to provide motor carriers additional insights to prevent early driver turnover.

Stay Metrics said its ongoTim Hindes, CEO of Stay Metrics, speaks at Trimble’s ing research shows that 57 percent of newly hired drivers in.sight User Conference and Expo in September. quit their carriers within the first 180 days of employment, and of those drivers, about 35 percent leave within the first 90 days.

As a neutral third party, Stay Metrics administers a suite of Driver Survey products for carriers during critical time points for new drivers: about seven and 45 days after their hire date. With the updated Stay Metrics Reportal, Version 1.2, carriers have full visibility to individual driver survey responses through reports that identify drivers with an elevated risk of leaving, according to the company.

The Orientation Surveys serve as an early warning system by sending immediate email alerts to carriers if driver responses to questions in the 7-Day and 45-Day surveys fall outside predefined ranges.

With the new reporting tools, Stay Metrics’ clients are able to select a report (Day 7, Day 45 or Exit Survey) and date range to view individual driver responses. Selecting a 45-Day report shows comparative data for drivers that took both the 7-Day and 45-Day surveys to identify any changes in attitudes or perceptions toward their jobs based on early experiences.

The new reporting uses color-coding to identify areas of improvement or decline between the 7-Day and 45-Day surveys. Users also can view transcribed comments from drivers to any question.

“The 7-Day survey is an effective way to measure if recruiters are setting realistic expectations for drivers and the quality of the orientation experience,” said Tim Hindes, co-founder and chief executive officer for Stay Metrics. “The 45-Day survey identifies areas of early disconnect and job dissatisfaction.”

The new report also shows driver responses to a Net Promoter Score question and the average NPS of the report group. Also shown in the report are driver responses to Likert Scale-style questions using values of 1 through 5 that represent their levels of satisfaction or dissatisfaction.

“NPS scores are a measure of whether or not carriers are meeting driver expectations,” Hindes said. “Analysis of our collective survey data shows that drivers with higher NPS scores at 45 days are leaving their carriers at half the rate (19 percent) of drivers that lower their scores between the 7-Day and 45-Day surveys.”

– Aaron Huff

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INBRIEF • Trimble acquired Veltec, a Brazil-based privately-held mobile fleet management provider; terms were not disclosed. Trimble said the acquisition expands its global footprint and extends its fleet safety and efficiency offerings to new markets. Veltec’s business will be reported as part of Trimble’s Transportation Segment, which includes brands formerly known as PeopleNet and TMW Systems.

• Rand McNally announced that its DriverConnect platform now supports asset tracking, with locations visible via the DriverConnect web portal. The company also unveiled two compact tracking devices designed to transmit precise locations, whether the trackers are in motion or still: the battery-powered AssetTracker B100 and a rechargeable solar-powered version with battery backup, AssetTracker S100. Both are preconfigured for quick installation and are built to work in extreme weather conditions.

• Project44 launched a portfolio of truckload shipment tracking capabilities for shippers and third-party logistics providers within its Advanced Visibility Platform, with predictive analytics that consider real-time traffic, weather and road conditions to improve accuracy for times and locations that change dynamically with every data point. Shipment visibility and load temperature data is shared through project44’s configurable emails, API updates or push notifications, and geofencing can be applied to trigger events. The company also plans to incorporate height and weight limits and hours of service.

• Gorilla Safety, a provider of automated fleet and safety management software, released its Oil and Gas product that targets the specific needs of fleet operations engaged in those industries. The bundled functionality added to Gorilla Safety’s platform is designed for oil and gas entities to save time and money and operate more safely, with greater visibility into their operations.

• Drivewyze announced that its PreClear weigh station bypass service, which supports over 700 weigh stations and inspection sites across the United States and Alberta, now is integrated into Isaac’s in-cab devices, allowing drivers to receive an alert on their mobile Isaac tablet that indicates whether they can bypass participating weigh stations.

• EpicVue, a provider of in-cab satellite TV

packages for the trucking industry, announced that carriers now can take advantage of its driver entertainment systems without signing a subscription contract. Fleets can adopt EpicVue’s satellite TV systems for an upfront fee and cancel the service at any time and keep the in-cab equipment.

• Decisiv, a provider of fleet service relationship management products, and MSTS, a business-to-business payment and credit systems provider, announced a partnership and integration to provide an end-to-end connected customer experience for the management of a fleet’s service and repairs, allowing Decisiv to leverage MSTS’Credit-as-a-Service technology for its SRM Platform to digitally manage estimate approvals and payments.

• EBE Technologies, a software developer that specializes in transportation-specific workflow and business process applications, joined Zonar Systems’Alliance Partner program. Zonar provides mobile hardware and software systems for fleet management and compliance. Through the partnership, EBE’s Ships enterprise process management applications will be available to Zonar customers.

• Microdea, a document management and automation software provider, and Vector, provider of the LoadDocs mobile workflow and proof-of-delivery capture application, announced a partnership to integrate LoadDocs with Synergize, Microdea’s document management system, enabling transportation companies to better capture and manage their documents, speed up their back-office processes and get paid and settle more quickly.

• Geotab, a provider of Internet of Things and connected transportation systems, announced two partnerships with safety-focused associations: Vision Zero Network and Together for Safer Roads, both dedicated to helping communities improve road safety and reduce traffic fatalities and injuries. Geotab said the partnerships reinforce its commitment to safer and more connected communities.

• Orbcomm, a provider of machine-to-machine and Internet of Things products and systems, announced that its FleetManager web platform was selected by Associated Wholesale Grocers, a cooperative food wholesaler to independently owned supermarkets, to provide fleetwide monitoring for its dry and refrigerated trailers to improve communications to its members and enhance customer service.

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technology

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Civil infractions vs. misdemeanors vs. felonies

I

am often asked the difference between misdemeanors and felonies. Before I answer, I point out that there are civil infractions as well.

Civil infractions are noncriminal charges filed by a city, county, state or federal government and usually are punishable with only a fine. Examples may include minor speeding offenses such as jaywalking or speeding 1-10 mph over the limit.

To be convicted of a civil infraction, the State must show by the “preponderance of the evidence” that you committed the offense. This means it is likely the offense happened and you committed the offense. In most states if you are charged with a civil infraction you have no right to a trial by jury and the case is usually heard before a judge who renders a verdict.

Misdemeanors are criminal charges that are more serious than civil infractions but not as serious as felonies, have jail time of less than one year and incur bigger fines. Examples of a misdemeanor may include possession of a controlled substance or criminal trespassing. If you have been charged with a misdemeanor, the State must show “beyond a reasonable doubt” that you committed the crime.

This means that a reasonable person would have no doubt that you committed the crime. A conviction of a misdemeanor results in a criminal record and is punishable by jail time, fines, probation and even driver’s license revocation.

Felonies are the more serious criminal charges and have jail time of one year or longer, the largest fines, and can result in the death penalty in some states. The legal standard for conviction for felonies is the same as misdemeanors: “beyond a reasonable doubt.” Felonies include things such as murder, robbery, arson and sexual assault. Conviction of a felony will result in jail time. For some “minor” felonies you may be lucky and just be put on probation, pay fines, court costs, restitution or even perform community service. For the more serious felonies the death penalty may come into play; however, this usually requires the death of another person before the prosecutor will make it part of their case.

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Trimble adding fuel, LTL modules

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t Trimble’s third annual in.sight User Conference and Expo, the company announced a number of modules and enhancements to Trimble Transportation Enterprise’s Ray software in its Transportation EnWest discusses the terprise division, formerly known as company’s products TMW Systems. at Trimble’s third annual in.sight User • Fuel carriers now have the Conference and Expo. option to use a Fuel TMS Degree Day Forecaster module to better monitor onsite fuel consumption for their customers and manage deliveries based on accurate data.

The Software-as-a-Service-based tool is designed to stabilize heating fuel distribution during severe weather and emergencies by giving carriers more accurate data to plan routes according to demand.

“The Degree Day Forecaster module was specifically designed to address some of the challenges that carriers in the energy sector face,” said Ray West, senior vice president and general manager of TMS solutions for Trimble Transportation Enterprise.

• An enhanced Fuel TMS module incorporates fuel demand monitoring, order creation, planning and asset management. Dispatchers can handle more site demand and schedule and increase the percent of loaded miles more efficiently, West said.

A replenishment forecasting tool allows customers, in a near-real-time manner, to build right-sized orders automatically to fulfill demand against tank information.

• A TMW Go! Fuel mobile application enables dispatchers and drivers to access the system outside the office or cab.

Drivers can perform the basic functions of a fuel delivery driver while away from the truck’s onboard computer, view and update their trips and provide information about their rest and fuel stops.

• An LTL Operations for TMW.Suite module operates within Trimble’s original transportation management software system for truckload providers, TMW.Suite, to enable users to manage their less-than-truckload operations in one system. Trimble customers with both full truckload and LTL business lines can manage all their processes in the same dashboard.

• TMW Mobile Imaging and TMW.Suite Cloud Imaging were created with an integration to TMW.Suite to relieve manual document collection and management processes. The products correctly match images to the correct loads based on required TMS data.

– Aaron Huff

november 2018 10/15/18 10:11 AM

technology

Teletrac Navman survey: Telematics used more for compliance than safety

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any fleets are not using core features in their telematics systems beyond vehicle tracking and complying with the electronic logging device mandate.

Of fleets that benchmark and evaluate driver behavior, 57 percent say they reward drivers for good performance, according to Teletrac Navman’s survey.

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Those and other findings come from Telematics Benchmark Report: U.S. Edition, a survey by Teletrac Navman, a Software-as-a-Service provider that leverages location-based technology for GPS tracking systems.

More than 2,400 fleet professionals took the survey globally, with 1,293 responses coming from U.S.-based companies. The survey respondents span operations in for-hire and private fleets, government agencies and other fleet operations.

According to the survey, 77 percent of U.S. fleet professionals use telematics for vehicle tracking and 64 percent for tracking hours of service. Also, 74 percent say ELDs remain their top compliance concern in 2018, while 31 percent still are using paper logs after the ELD mandate went into effect.

Utilization of telematics features that many fleets consider important have decreased since 2017, perhaps as a result of them putting an emphasis on using their systems for ELD compliance.

While 36 percent say fuel costs are their second-largest expense, only 29 percent report using their telematics solution to monitor fuel usage.

Also, 30 percent say they use telematics to track vehicle maintenance needs, a decrease of 10 percent from 2017, and 43 percent say they currently do not use telematics to measure driver performance. Monitoring of driver speeding was down by 18 percent since 2017, while monitoring of harsh braking decreased by 12 percent.

However, 25 percent plan to invest in driver warning/alerting technologies and 9 percent in fatigue monitoring technologies.

More than 50 percent said rewarding driver performance was responsible for reduced safety violations, and 52 percent say it improved retention. – Aaron Huff

november 2018 10/27/17 9:00 AM AM 12/1/17 9:52

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technology

P&S Transportation using voice-activated analytics

I

t’s Monday morning, and a team of fleet executives in a conference room are asking questions to an electronic device — and getting instant answers. Logging into multiple systems and combing through reports has become a relic of the past.

“Alexa, open Ivi. How many total miles did we bill last week?”

“Alexa, open Ivi. What were my accident costs last week?”

Using a third-party app called Ivi (pronounced “Ivy”) – a private skill developed for Amazon Alexa by Omnitracs – managers at P&S Transportation (CCJ Top 250, No. 50) are able to ask any Alexa-enabled devices and mobile Alexa apps questions about their business.

A data and analytics team from Omnitracs – a provider of fleet management systems for transportation and logistics companies – developed Ivi Fleet Manager for P&S, a Birmingham, Ala.-based flatbed carrier.

With the voice-assisted analytics built by Omnitracs, P&S executives are able to access business insights at work, at home and on any Alexa-enabled device. Once an approved administrator enables the skill, all the user has to do is say, “Alexa, open Ivi.” “We are excited that the same Omnitracs analytics team that

P&S Transportation executives are able to access business insights at work, at home and on any Alexa-enabled device.

built our driver retention model helped us create a new delivery method for our management to review key performance metrics,” said Mauricio Paredes, vice president of technology for P&S. Ivi currently is connected through web services to more than a dozen key metrics from P&S’ McLeod Software management system. The Ivi skill also could connect to data from any on-premise cloud-based system through web services, said Ramprasad Renganathan, an Omnitracs data scientist.

“Busy fleet managers should be able to get quick updates about their fleets from their phones, offices or homes, just like they would a weather update,” said Brad Taylor, vice president of data and IoT 2 solutions for Omnitracs.

– Aaron Huff

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54Date: commercial | 10/05/18 carrier Client:journal CMA Account Director: Van Nguyen

november 2018 Job #: 2450 Editor:

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technology

in focus: DIGITAL RECRUITING

Drip marketing Fleets responding smarter, faster to driver leads

BY AARON HUFF

F

avorable rates, strong freight volumes and a driver shortage are ramping up pressure on recruiting departments to fill empty seats.

To keep the driver recruiting pipelines flowing, motor carriers are focusing more on technologies that help them generate leads and manage early contacts with driver applicants.

When the driver shortage was not as severe, fleets tended to focus on using applicant tracking and hiring systems to increase efficiency, says Cindy Nelson, EBE Technologies’ vice president of marketing and the company’s Driver Solutions Group.

“Today, it’s ‘Get me a name and contact information’ so that recruiters can pick up the phone,” Nelson says.

Being the first responder Online visitors for Melton Truck Lines (CCJ Top 250, No. 91) – a Tulsa, Okla.-based flatbed carrier with more than 1,200 trucks – immediately notice how easy it is to contact a recruiter.

A “live chat” function helps drivers fill out a short contact form, and they also can click a button to open a FaceTime call.

After drivers interested in working for Melton fill out an online application, they immediately receive an autoresponder email generated by EBE’s Ships Recruiting software.

The email notifies drivers that their application has been received and gives them a call-in number to begin the interview process, says Bobbi Leach, Melton’s advertising and recruitment specialist.

If the applicant does not meet minimum qualifications, the Ships software has codes Melton uses to manage the relationship. If a driver does not have a commercial driver’s license, Melton can change the code to “Disqualified – Needs CDL License.”

“This lets us know why he’s not processing and also lets us know to follow up with that driver starting in a couple of weeks through marketing efforts and follow-up calls,” Leach says.

Another example is if a driver is evaluating his employment options but is not ready to change jobs yet. “We can place a date on the driver’s file that will then reactivate him in the system to let us know that time has passed and that we should follow up with him again,” she says.

Melton also uses other third-party software to continue marketing to drivers after their initial contact. The fleet uses an email system to set up a drip marketing campaign with a pre-

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EBE Technologies’ Ships Recruiting software helps trucking companies track communications with driver candidates so that any recruiter can continue the dialogue.

written set of messages sent over time, and it also reaches out to drivers through dialing campaigns and uses a texting system in Ships to send mass messages. Also, “Google Ads displays, PPC and remarketing are a must,” Leach says.

EBE plans to add more drip marketing features in an upcoming release slated for next year, Nelson says. The new features will be available in a Ships module called the Applicant Relationship Management System.

Fleet recruiters will be able to use ARMS to manage “multiple campaigns based on multiple (driver) statuses,” she says. Every code will have a communications plan to contact the driver using his or her preferred contact method.

Sharpening the focus For Melton, EBE’s Ships Recruiting system already has become more than an applicant tracking system.

“It not only allows us to keep up with our candidates, but it also has become a centralized and automated system for communications, background/driving record ordering and DOT compliance,” says Leach. “It has taken away the need for our recruiters to do certain necessary but mundane administrative tasks and allowed them to focus on recruiting drivers.”

Other features of the Ships platform help Melton track communications with driver candidates so that any recruiter can continue the dialogue, including ordering bus tickets for them to come to orientation.

“Recruiters can stay focused in Ships, because everything is self-contained,” she says. “We know what’s going on with the driver’s file at all times.”

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OEM tire programs offer end-to-end solution for fleets

BY JASON CANNON

F

leets that use a vendor to manage their tire assets can reap numerous benefits by leveraging the expertise of both their provider and the tire manufacturer.

Commercial tires require expert management to help ensure optimal performance and minimize expensive truck downtime.

Dustin Lancy, Goodyear marketing manager, says an increasing number of fleets are opting to farm out tire maintenance responsibilities to professionals, which in turn frees that fleet’s formerly dedicated personnel – as well as the allocated time and resources – to concentrate on the core business of moving freight.

“The experts at these locations have the experience and expertise to establish tire management programs that are tailored to meet a fleet’s unique needs and help ensure that the fleet is optimizing its tire investment,” Lancy says.

Picking a vendor Many fleets do business with more than one tire dealer. Tom Rozuk, Double Coin’s regional fleet manager, says this is usually their way of hedging bets to keep both tire and service rates in check between providers.

Rozuk suggests that when a fleet decides to pick a vendor to handle tire maintenance, they should treat it like a job interview.

“You sit down, and you interview 66

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them and say, ‘What do you have to offer? How are you going to save me money? Can you show me where you’ve saved somebody else money by doing this kind of program?’ ” he says.

“These are the guys that get the support and the help out of the manufacturers.

It’s like anything else. You’ve got to sit down with them and say ‘What differentiates you from the next guy?’ ” Rozuk says a dealer network does “a good job” of supplementing a fleet’s tire management because their technicians have a regimented plan and structured system that can be deployed to a fleet’s yard at various intervals.

Fleets that regularly bring trucks home overnight or on weekends can

Double Coin’s Smart Money Fleet Program includes standardized pricing and consolidated billing to streamline accounting processes. Access to the fleet program is available online 24/7. Double Coin also offers spreadsheets for analyzing tire choices by brand and tread design and for tracking performance of steer, drive and trailer tires by mileage and costs.

| november 2018

schedule a yard check by the tire dealer, which would include measurements of tread depths and pressures.

However, Rozuk cautions that costs for vendor-based programs are driven by labor rates and can vary by location.

“You go up to New England, and those yard checks are a lot more expensive than they would be in Alabama,” he says.

Many tire programs lock-in labor rates. Michelin’s Tire Care includes a fixed per-tire inspection fee and offers flat hourly billing for certain inspections and services.

Inflation issues According to the Federal Motor Carrier Safety Administration, about 7 percent of all tires are underinflated by at least 20 psi, while only 44 percent are within 5 psi of their target pressure. That’s why Lancy believes every tire management program should start with proper inflation.

“Maintaining correct inflation pressure is one of the most important tire maintenance practices that fleets can employ,” he says.

Consistent, correct inflation positively impacts a tire’s wear, casing life and overall performance, Lancy says.

“It can help reduce the amount of fuel a truck consumes, since underinflated tires can cause truck engines to work harder,” he says.

Rozuk agrees that proper inflation plays a huge role. “It impacts all fleets the same

In Goodyear’s Tire Optix program – part of the company’s Total Solution for fleets – technicians use a scanning device to record air pressure and tread depth electronically. commercial carrier journal

| november 2018 67

EQUIPMENT: TIRE PROGRAMS

Michelin Americas Truck Tires’ Michelin Tire Care is a digital nationwide fleet tire monitoring program overseen by Michelin Commercial Service Network technicians who capture data for fleets to maximize uptime and control tire-related costs by reducing road service calls, maximizing fuel economy and increasing tire mileage. Data is available to fleets via an integration with their asset maintenance system.

way, basically,” he says. “I don’t care if you’re big, in between or small.”

Lancy says colder weather can have an impact on inflation levels, which can drop about one pound for every 10-degree decrease in ambient temperature.

A real timesaver Whether through fleet-level inspections or a remote technology such as a tire pressure monitoring system, having a vendor dedicated solely to tire management can save fleets a lot of time and trouble.

“Guys get busy, and their air pressures aren’t right, or their tires are mismatched, or whatever the case may be, and it ends up just costing them money because [the tires] fail, and they have to get repaired over the road,” Rozuk says.

“By the time you start dealing with emergency road service, costs start to skyrocket.”

Coy V. Jones III, operational marketing manager for Michelin North America, says a vendor-based program can be tailored to meet a fleet’s specific needs or objectives and in many cases includes road call coverage.

Michelin’s Tire Care program is a customizable maintenance and reporting service. Jones says Michelin currently services hundreds of fleets and 68

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more than 36,000 commercial vehicles nationwide and offers emergency roadside service calls.

Goodyear’s 24/7 Fleet HQ Emergency Roadside Service program, which was launched in 2008 and is a key component of the company’s Total Solution, recently helped its two-millionth truck that has contacted it for assistance return to service, Lancy says. Goodyear’s Commercial Tire & Service Network encompasses more than 2,300 Goodyear service centers and independent authorized commercial tire dealers.

Johnny McIntosh, general manager of Goodyear Commercial Services and Solutions, says through the roadside service program, drivers immobilized by tire issues contact the 24/7 Goodyear-Fleet HQ Solution Center, where agents familiar with their tire requirements immediately capture the vehicle’s location and needs before finding a service center or independent dealer, dispatching a road service technician to the truck and coordinating with the technician throughout the process.

That technician will evaluate the truck’s tire situation and help return the vehicle to service, targeting a total turnaround time of two hours or less.

Data management Vendor-supported fleet inspections also can help determine the best time to take a tire out of service to preserve the casing for retreading, Rozuk says.

“Guys will send trucks out with tires that basically should have been pulled off, but yet they go out, and they fail over the road, and then they’ve got that road call again,” he says.

Jones says that by relying on a provider network, a fleet also will be able to free themselves of data management, personnel availability concerns and possible poor recordkeeping.

“Another benefit is helping fleets avoid a yellow or red tag event or critical issue that may require immediate attention in order to avoid an ERS (emergency roadside service) event or a CSA (Compliance Safety Accountability) violation,” he says.

The Goodyear FleetHQ program offers national pricing, consolidated billing, emergency roadside service and profitability tools such as Tire Trac, an online program that tracks real-time tire performance and enables users to compare cost per mile and monitor other important metrics; and GTracs, which allows fleets to track individual casings through the retread process.

| november 2018

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EQUIPMENT: TIRE PROGRAMS Bridgestone’s National Fleet program provides consistent pricing on new Bridgestone and Firestone tires and Bandag retreads. Users can manage tire activity, track usage online and review purchase reports. The company also provides 24/7 emergency roadside service through the Bridgestone Everywhere Network of more than 2,500 authorized dealers and truck stops.

Technology is transforming the trucking industry, and tire management is an example of that change, Lancy says.

As fleets become more sophisticated, the need for accurate real-time actionable tire data will increase, prompting competitive tire suppliers and dealers to provide more robust tire management systems, he says.

Today, many truck tire technicians use a manual gauge to measure metrics such as inflation and tread depth levels, write down the results on paper and later key the data into a computer — sometimes taking days to relay information back to a fleet.

Most of that information now can be handled by a vendor electronically and instantaneously with handheld tools that can record tire pressure by their position on the truck or trailer.

“It’s a time issue,” says Rozuk. “If you sit there and jot the stuff down, then you’ve got to take that piece of paper, go sit down in the office and transpose it into a computer. You’re talking about a lot of time where this is instantaneous with the handheld.”

In Goodyear’s Tire Optix program – part of the company’s Total Solution for fleets – technicians use a scanning device to record air pressure and tread depth electronically.

The results are uploaded automatical70

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ly in real time via Bluetooth to a cloudbased platform for password-protected storage and quick access. Data then can be downloaded through the Goodyear Tire Optix app for immediate viewing by fleets.

Real-time live data enables decisionmakers to adjust tire management programs immediately as necessary, helping improve truck uptime and tire asset utilization, which ultimately reduces operating costs, Lancy says.

For trucks that don’t return to the yard on a regular basis, Michelin’s Road Ready option uses Love’s Travel Stops’ TirePass lane, allowing a Love’s technician to scan a QR code containing the truck’s VIN number before inspecting and identifying any tire needs for a per-vehicle inspection cost. All tire data is aggregated in the Michelin Tire Care dashboard with the fleet’s other trucks.

Choices abound Many technologies designed to aid in tire management – whether through aftermarket solutions or the manufacturer – are intended to perform a specific job in a specific manner.

Rozuk says fleets deploying multiple technologies – such as tire pressure monitoring or RFID tags for casing management – should understand what kind of information the system provides.

A vendor can help ensure those tech-

| november 2018

nologies are complementary, he says.

“Nobody’s come up with a standard,” Rozuk says. “It’s almost kind of like SmartWay. At first, everybody had a different version of SmartWay. Everybody had what they perceived as a SmartWay tire because it was fuel-efficient. But yet there was no set standard, and then when SmartWay came around, they put a standard out there that this is what you have to have as a minimum in rolling resistance to be SmartWay-approved.”

He believes that considering the variety of tire management options in the market, some fleets are lagging on adopting one until what they perceive as a clear market leader emerges.

“You can relate it to VCRs,” Rozuk says. “Who had the VHS, and who had the Beta? Obviously the Beta didn’t make it, and that’s what a lot of guys are fearful of.”

Continental Tire the Americas offers emergency road service and guaranteed pricing for tires, road service and tire maintenance. Included are Continental’s TrukFix program for national accounts and the free membership-based ContiFleet program for fleets that don’t have a national road service program. ContiFleet and TrukFix both dispatch emergency road services via a 24/7 hotline.

Be KNOWN for INNOVATION.

Submit your nomination today!

Each month, CCJ editors select and recognize a for-hire or private fleet for solving common problems with out-of-the-box solutions.

As an Innovator: • You become part of a select group of people that convene each year to network and discuss new ideas, challenges and solutions. • You are honored with a full article in Commercial Carrier Journal magazine for your innovation.

If you would like your fleet to be considered for the CCJ Innovators program, visit ccjinnovators.com to learn more and submit your nomination.

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Carriers, 3PLs using technology to gain deeper customer insights

BY AARON HUFF

T

he metrics used by transportation companies for customer service usually are given to them by shippers. These scorecard metrics typically include load acceptance rates, on-time percentages and damage-free deliveries.

Technology can help motor carriers and third-party logistics providers expand visibility of service metrics in ways that empower them to respond to customer needs and business opportunities more quickly.

Some of the areas that fleets and 3PLs address to help manage and improve the end-to-end customer experience include sales, pricing, operations and driver workflow, among others.

Trimble Transportation Enterprise’s Engage.Bid enables carriers to pull shippers’ laneby-lane requests for rate bids into a Software-as-a-Service module and apply analysis tools based on market averages and other metrics to help determine rates, speeding up the process for time-strapped small and large fleets.

company are separate beehives of activity. To coordinate their activities and deliver a better, more unified customer experience, the Celadon Group (CCJ Top 250, No. 39) developed its proprietary Unified Communication Platform.

Death of a salesman?

The goal of the project was to Departments in a transportation give users in every department “one single pane of glass” to manage interactions between customers and employees, says Mike Gabbei, chief information officer for the IndianapoIndianapolis-based truckload carrier Celadon rolled out a strategic platform that connects all lis-based truckdepartments with customer service activities. load carrier.

Starting last year, Celadon’s UCP strategy moved users from Lotus Notes to Office 365 for email; from Zeacom to Genesys for the fleet’s Contact Center operations; and from Oracle to Salesforce for customer relationship management.

The rollout of Salesforce began in Celadon’s customer service department earlier this year. The carrier organizes its customers into commodity sectors such as food and beverage, automotive, manufacturing and retail.

With the Salesforce CRM system, all of Celadon’s customer support interactions – such as emails and phone calls – in each commodity are organized into “cases,” which helps spread the work among the fleet’s customer service representatives.

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TECHNOLOGY: CUSTOMER RELATIONSHIP MANAGEMENT The CSRs in each commodity use a shared email box for visibility of customer service activities. With shared visibility, Celadon’s customers “never have to worry about sending a personal email to someone on vacation,” says Brett Terchila, senior vice president of customer service.

Celadon also tracks CSRs’ reaction time to cases and their activities for growing accounts. The company uses software from Manhattan Associates that gives CSRs real-time guidance on soliciting loads.

The technology uses historical shipping patterns and evaluates present and future loads with a forward-yield calculation. The calculation considers network balance and load profitability.

“If CSRs have capacity, they need to book to it,” Terchila says.

The Salesforce platform tracks data from Manhattan to measure CSRs according to the loads they accept, decline and solicit.

End-to-end visibility Rather than invest in standalone CRM systems, many transportation companies use a complementary suite of products that integrate with transportation management software systems.

McLeod Software offers a lane rate tool in its pricing and bid management module available to its TMS customers.

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“If CSRs have capacity, they need to book to it.”

– Brett Terchila, Celadon’s senior vice president of customer service

McLeod Software offers a CRM module for its LoadMaster and PowerBroker TMS systems used by asset and nonasset transportation companies. With the CRM module, users can plan and execute sales and marketing campaigns for both prospective and existing customers.

Company executives can create a marketing plan for sales representatives and CSRs by viewing past orders, revenues and other customer data in the system. Once a plan is created, the software tracks its daily execution of phone calls, emails and other sales activities for converting prospective business into sales.

Reports that chart the progress of marketing campaigns against goals are visualized using the module’s CRM Vital Signs feature, says Chris Callahan of McLeod Software’s sales services department.

McLeod Software also offers a number of analysis and business intelligence tools to monitor customer profitability. The company currently is developing a real-time predictive scoring system for LoadMaster to give carriers an easy way to visualize and evaluate the “forward profitability” or yield of each order.

The scoring system uses a five-star rating for each load. By clicking on the score, users can view reports that detail what they can do in terms of network load planning, rate negotiations and other activities to increase

| november 2018

the score, says Randy Seals, customer advocate for McLeod Software.

Trimble Transportation Enterprise, the new branding for Trimble-owned company TMW Systems, also offers a suite of integrated products for endto-end CRM functions.

Monica McCool, big data product manager for Trimble Transportation, says the integrated products in the company’s Enterprise and Mobility divisions leverage data and insights to “allow our customers to make better decisions.”

A carrier’s sales team can use Trimble’s products that analyze network balance and forward yield.

Meanwhile, operations personnel can monitor the work in progress to ensure on-time arrivals. An integration between a company’s TMS and fleet mobility systems can update estimated arrival times automatically.

BI tools can provide end-to-end visibility of customer service metrics for all departments, enabling them to work collectively to correct problems before they impact a customer, McCool says.

Trimble’s BI tools also can be used to score customer profitability in areas such as revenue per hour, profit margin, dwell time, contract compliance and other data points.

“We see business intelligence tying it all together and providing a platform for collaboration,” she says.

Trimble Transportation’s Engage.

Bid online tool can be used by carriers and 3PLs as a “playbook” for responding to bid packages and RFPs from shippers. The tool has a workflow for users to receive RFPs from shippers, customize bid packages and submit completed RFPs through a direct connection.

“We built a more comfortable, informative environment to help with the heavy lifting of the bid season,” says Scott Minton, senior value engineer for Trimble Transportation.

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TECHNOLOGY: CUSTOMER RELATIONSHIP MANAGEMENT

Lanetix’s LxRoadFreight CRM suite was developed for asset-based trucking firms and freight brokerages, with carrier management tools that include early credit checks and processes for onboarding and account maintenance.

CRM for the masses The domain of CRM systems such as Salesforce traditionally has been large companies due to the high cost of customizing the software.

That’s why Lanetix developed a CRM system specifically for transportation firms with as few as five employees. The company was seeded by an investment from Salesforce.

Lanetix’s LxRoadFreight suite was designed for transportation companies to compete against “big disrupters” in the industry such as Uber Freight, says John Golob, president of Lanetix.

Freight brokerage companies can use LxRoadFreight for carrier management processes such as early credit checks, onboarding and account maintenance, as well as CRM operational processes for shipper accounts, trucks, drivers, dispatchers and RFPs. The software comes with a data model for managing spot quotes and contract rates. Carriers can use the software to increase utilization, respond to RFPs, retain drivers and hold shippers accountable for committed lane volumes, Golob says.

Engaging drivers Any strategy to improve the customer experience would seem incom76

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plete without getting the right information to drivers for them to make error-free pickups and deliveries.

DeliveRecon, a location-based “delivery reconnaissance” mobile app and cloud platform from Epic Ideas, combines CRM with mobile workflow in a centralized driver app.

The technology originally was developed by tanker carrier Liquid Trucking. The Plattsmouth, Neb.based fleet formed Epic Ideas as a separate entity and partnered with a software firm to develop a commercial version of DeliveRecon.

Liquid Trucking deployed the platform earlier this year to manage detailed transportation and delivery requirements for agricultural, food grade and hazardous materials products. The app makes drivers “an extension of our customer service department,” says Jason Eisenman, director of human resources.

With the app, drivers are rewarded for sharing their knowledge and experiences at pickup and delivery sites.

Drivers can update addresses and phone numbers and record instruc-

Epic Ideas’ DeliveRecon mobile app and cloud platform is designed to help fleets optimize driver workflow. The “delivery reconnaissance” mobile platform combines location-based mobile CRM and connectivity features in a centralized driver app.

| november 2018

With the DeliveRecon app, drivers for Plattsmouth, Neb.-based tanker carrier Liquid Trucking are rewarded for sharing their knowledge and experiences at pickup and delivery sites.

tions – such as where to enter a delivery site or park empty trailers – by adding text and capturing and editing photos, videos and audio clips.

Fleet management can edit and approve the information captured by drivers before it is shared with other drivers. By tapping a “Near Me” function in the app, drivers can view nearby customer locations and site-specific instructions.

Liquid Trucking says year over year it has seen a 46 percent reduction in incidents such as spills and accidents. While the reduction can’t be attributed to DeliveRecon alone, it “certainly is playing a big role,” says Eisenman, who also is chief executive of Epic Ideas. This year, more than 100 of the company’s roughly 150 drivers have used DeliveRecon to update site information for more than 1,400 locations, he says.

Customer service can be much more than support. With strategic investments in technology, transportation companies are able to manage the end-to-end process to respond to business opportunities more quickly and effectively.

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TECHNOLOGY: CUSTOMER RELATIONSHIP MANAGEMENT

Shippers, 3PLs, carriers expanding dedicated lanes Freight markets increasingly are driven by e-commerce trends.

For transportation companies, this means added pressure to fulfill orders with compressed lead times while meeting customers’ rising service expectations.

AFN Logistics – a Chicago-based third-party logistics provider that specializes in supply chain fulfillment for major retailers – is squarely in the middle of the e-commerce pressure chamber. One of its customers sells electronics and home appliances nationwide with a two-day home delivery timeframe.

“We ship all the freight for that program,” says Rachal Snider, AFN’s vice president of customer supply chain. AFN has only a sixhour lead time to finalize daily route plans with multiple deliveries to residential addresses.

AFN gives this large customer and others real-time shipment visibility using a FourKites platform that automatically captures shipment locations from carriers dispatched on its loads.

“We try to streamline automation and increase speed for ensuring the whole process is flawless,” Snider says.

AFN gives FourKites a list of its carriers, and FourKites then works directly with the carriers to set them up with its platform to share live tracking data from driver smartphones and onboard telematics systems.

In addition to real-time shipment visibility, AFN also has proprietary tools to share available capacity with its customers.

An interactive map on its website helps shippers find additional capacity in their lanes.

“Everyone is striving to find trucks,” Snider says. “As a 3PL, we are the bridge between shippers that need dedicated capacity and carriers that can provide exceptional service.”

AFN, recently acquired by GlobalTranz, also has developed other proprietary freight-matching technology to offer carriers more consistent two-way traffic in preferred lanes, she says.

Transportation companies may have shorter lead times and higher service requirements, but shippers also are dealing with their own LaneHub’s network alignment platform challenges in a tight is used by shippers and carriers to identify collaborative opportunities and capacity market. negotiate dedicated freight contracts.

In the past 78

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| november 2018

To meet visibility demands, Chicago-based AFN Logistics uses FourKites’ freight tracking system and its own proprietary tools that show where it has available capacity in dedicated lanes.

few years, a number of startup “digital brokerage” firms have developed cloud platforms that connect shippers with carriers for spot-market freight transactions. However, securing longterm dedicated capacity in shipping lanes is typically the more desirable outcome.

LaneHub provides a cloud-based platform to shippers and carriers that identifies collaboration opportunities for both parties in dedicated lanes. The company describes its technology as a “collaborative transportation network,” says Mark Hackl, founder and chief executive. “We are matching lanes, not loads.”

Carriers use LaneHub as a sales tool for connecting with shippers that have complementary freight in dedicated lanes. The online platform can be helpful for smaller carriers, such as those with between 30 and 200 trucks, to get in the door.

“I think a lot of shippers get bombarded with so many phone calls from brokers and carriers that they start screening calls,” Hackl says.

To use the platform, shippers and carriers upload lane data from their transportation management systems into a template.

The platform then identifies networking opportunities for users and has a “social networking aspect” for parties to connect and share more information.

Once shipper and carrier users agree to share data at a deeper level, LaneHub opens up more visibility of their network alignment with lane-level details that may include freight movements by day of week shipped and required equipment, such as dry van, refrigerated or flatbed.

Hackl says the amount of interest from shippers began to increase significantly last year due to tightening capacity. About 100 shippers and 200 fleets now use the subscription-based platform that has processed about 14 million shipments in more than 70,000 lanes, representing about $15 billion in freight spend.

Intermodal chassis

Utility truck inverter

Xantrex’s Freedom X 3000 Pure Sine Wave Inverter is rated at 3,000 watts and is engineered for use in service and utility trucks, cable vans, boom trucks and lift trucks to handle heavy motor loads such as air compressors. The inverter is built to handle two seconds of surge up to 6,000 watts when powering heavy loads and to do so at temperatures up to 104 degrees Fahrenheit. It is designed to work with high-voltage alternators up to 18Vdc, and a 30A transfer relay allows shorepower to pass through the inverter to power electronics and tools. An ignition control handles inverter operation via the vehicle’s ignition circuit and shuts off the inverter when the ignition key is turned off. The inverter is designed for easy installation and has quick-connect AC terminals for wiring; it can be hardwired or installed with an optional GFCI outlet for a truck with a large battery bank.

CIMC Intermodal’s Revere 20-/40-Foot City Combo Tandem WS Chassis features KTL powdercoating and is assembled using robotic-precision welds and laser-metal cutting processes. Specifications include Phillips electric harnesses and lights, KIC/Accuride wheel ends, TSE brake chambers and slack adjusters, a Holland Saturn 62 IM landing gear system, a Hutchens spread-axle mechanical suspension and Bendix air valves.

CIMC Intermodal Equipment, www.cimc-ie.com, 562-904-8600

Xantrex, www.xantrex.com, 800-670-0707

Short track axle series

Ridewell’s series of short track axles is engineered for easy configuration with automatic tire inflation systems. The shorter series axle comes with a wall thickness of 3/4 inch and track widths between 28 and 42 inches and expands the company’s axle offerings for heavy-haul and severe-duty applications, with track widths ranging from 28 to 112 inches. Short track axles can be configured with Wabco’s Pan 17, Pan 19 and Pan 22 and Bendix’s ADB22X and ADB22X-LT air disc brakes.

Ridewell Suspensions, www.ridewell.com, 800-641-4122

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Heated truck lights

Maxxima’s MaxxHeat LED headlamps and stop/tail/turn lights have a built-in microprocessor designed to initiate the lens heating system automatically, with no driver intervention, to remove snow and ice buildup when the outside air temperature drops below 50 degrees Fahrenheit. MaxxHeat is available on the company’s Vionic LED replacement headlights in three sizes – 4-by-6, 5-by-7 and 7-inch diameter – and in high-, low- and dual-beam models. The STT six-diode light series is available in round (4.3-inch diameter) and oval (6.4-by-2.2-by-1.7 inch) configurations.

Maxxima, www.maxxima.com, 866-629-9462

PRODUCTS

Fuel-injection rail shield

Heatshield’s FR Shields are designed to wrap around the fuel-injector rails, deflecting engine heat and keeping the fuel rails and fuel inside them cooler, improving engine performance, reducing the risk of vapor lock and decreasing the likelihood of pre-ignition.

The shield kits fit both single- and dual-rail systems and are engineered to withstand up to 1,100 degrees Fahrenheit of continuous heat and up to 2,000 degrees Fahrenheit of intermittent heat.

Custom lengths and diameters are available.

Heatshield Products, www.heatshieldproducts.com,

Mixed-service tires

Giti’s latest all-position and drive-position mixed-service tires all have a cut- and chip-resistant compound that resists impact, tread tearing and casing damage.

• The GAM851, available in sizes 385/65R22.5, 425/65R22.5 and 445/65R22.5, is engineered for added traction in mud and snow and features a deep tread, a three-groove design that helps provide even wear and reduced noise levels, and a casing construction built to provide a footprint for added handling.

• The GAM835, available in sizes 11R22.5, 315/80R22.5 and 11R24.5, features an optimized tread width ratio for added block stiffness, even wear and long mileage; three zigzag grooves with a Y-style design to help increase traction and reduce stone retention; and a shoulder-stepped groove design that helps improve casing protection and increased stability and driver comfort.

• The GDM635, available in sizes 11R22.5 and 11R24.5, features an independent block design to help deliver consistent traction, an ultra-wide tread and deep grooves that both help facilitate long service life in rugged conditions, and a steel-belt construction that contributes to durability and retreadability.

• The GDM686, available in sizes 11R22.5, 12R22.5 and 315/80R22.5, features a big-block and wide-groove design that helps enhance stability, and a directional deep tread that helps with traction and self-cleaning properties.

Giti Tire (USA) Ltd., www.gitiusa.com, 866-488-4737

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commercial carrier journal | november 2018

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PRODUCTS

Combo headphones, headset

Rand McNally’s ClearDryve 200 combination stereo headphones have a removable second earpiece that turns the headphones into a mono headset, and the boom microphone swings out of the way when not in use and can be muted. The headset is designed to switch the mono sound from ear to ear, as the adjustable ear cups can be used on either ear. Active noise cancellation and multiple microphones help tune out ambient noise while listening to music. The device is cable-free with a built-in rechargeable battery that offers more than 20 hours of talk time, over 500 hours of standby time and more than 20 hours of music playback time. A Bluetooth connection allows drivers to wirelessly connect the headphones with their smartphones up to 50 feet away. Controls on the headphones enable drivers to take calls, skip songs and change the volume without having to touch their smartphones.

Rand McNally, www.randmcnally.com/cleardryve, 877-446-4863

Food transport machine oil Penray’s 4571 Machine Oil is blended specifically for the food transportation market and is composed of liquid petrolatum USP and propellant. It is formulated to leave a pure food grade oil film in temperatures from 0 to 450 degrees Fahrenheit, making it effective for both refrigerated and high-temperature environments.

It is designed to provide long-lasting lubrication and protect against rust, oxidation and wear on liftgates, forklifts, rollers, conveyors, hinges, latches and bearings.

Penray Inc., www.penray.com, 800-373-6729

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LED light bars

Optronics’ expanded lineup of LED Light Bars now includes two 3-inch cubes, a 9-inch bar, a 30-inch bar with supplemental turn functions and a 52-inch bar with a 20,000-lumen beam. Except for the 30-inch lamp, all the bars have a combination spot/flood beam pattern, and all five can be used for scene lighting and an array of robust auxiliary lighting applications in a variety of harsh environments. Four of the lamps feature die-cast aluminum housing and mounting brackets and come with stainless-steel hardware, while the 30-inch lamp, with its auxiliary turn function, includes an adjustable stainless-steel sliding bracket.

Optronics Inc., www.optronicsinc.com, 800-364-5483

commercial carrier journal | november 2018

PRODUCTS

Electric APU

Carrier’s ComfortPro electric auxiliary power unit is designed to provide quiet emissions-free cooling with a long run time facilitated by four Group 31 absorbent glass mat batteries that are charged by the truck’s alternator. The APU’s power management technology is engineered to maximize efficiency and provide 7,500 Btu/h of air conditioning for up to 11 hours. The unit locates the refrigerant compressor outside the truck cab, which contributes to quiet operation, and offers several options to expand capabilities for heating, power for hotel loads, shorepower connectivity and truck engine preheating.

Also, with fewer parts, less service is needed, with no engine-related maintenance such as oil, fuel or air filter changes.

Carrier Transicold, www.trucktrailer.carrier. com, 706-546-6469

Light truck tire

Continental’s LAR 3 is a 16-inch all-position light truck tire built for regional delivery applications. The tire has a cut- and-chip-resistant tread compound designed to help withstand high-scrub conditions, and a pattern engineered to help minimize stone retention and maximize wet traction. The 10-ply radial also is built for increased load-carrying capacity and puncture resistance, and its all-steel construction helps facilitate increased retreadability. It is available in sizes LT225/75R16, LT235/85R16 and LT245/75R16.

Continental Tire the Americas, www.continental-truck.com/truck/ products/tires/light-truck/clar3, 704-583-3900

Medium-duty Cummins starter LoadHandler’s L545 Offset Gear Reduction Starter for 12volt systems is suited for medium-duty truck, industrial and school bus applications and is designed to provide consistent cranking performance for 3.9- to 5.9-liter Cummins diesel engines. The 19-pound drop-in bolt-on replacement starter is engineered to provide an output of up to 2.5 kW and includes a heat-treated shaft designed to increase durability and service life.

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10/15/18 3:34 1:58 PM commercial carrier journal | november 2018 83

PRODUCTS

Socket system

Snap-on’s Flank Drive Xtra Socket System is designed to offer more turning power, a more secure fastener engagement and greater efficiency. The six-point sockets are engineered to grip the fastener further off the corners, while the socket wall’s angled contour helps grip damaged fasteners more closely. An optimally chamfered lip on both the socket’s hex and drive ends also helps provide a better grip and more turning power, especially for shallow-headed fasteners and fasteners with limited top clearance. The sockets also have grooved, gripping outer walls that help make them easier to remove, while large distinctive markings on the sockets’ exterior help facilitate easier identification and improved readability.

Snap-on, www.snapon.com, 877-762-7664

Ratchet cap

Ancra Cargo’s OverDrive Ratchet Cap now has an enhanced ratcheting mechanism that features rotating pawls, an easy-access grease fitting and simpler installation onto most standard winches. The outside shape has been changed to accommodate the modified ratcheting mechanism while maintaining a total weight of 3½ pounds.

The patented design includes internal seals to help keep out moisture and road grime, eliminating the need for an outer rubber sleeve. The ratchet winch is designed to reduce tensioning time and the risk of winch bar rollover; once the winch bar tip is inserted into the winch cap, the winch can be tensioned fully without the need to keep removing and repositioning the winch bar.

Ancra Cargo, www.ancracargo.com, 800-233-5138

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PRODUCTS

Electric APU

No-core starters

LoadHandler’s L39 gear-reduction and L42 direct-drive no-core starters both are designed to fit engines up to 16 liters and are engineered for reliable performance and fast cranking. The L39 12-volt (up to 7.3-kW output) and 24-volt (up to 9-kW output) starters have an internal magnetic switch built to maintain voltage throughout the motor and a rotatable flange that facilitates service flexibility. The L42 12-volt (up to 7.3-kW output) and 24-volt (up to 7.8-kW output) starters have a heat-treated shaft that helps protect components from wear. All starters have a sealed nose housing to facilitate extended service life and durability and are available with the company’s Overcrank Protection to help guard against damage due to adverse conditions or operator error.

LoadHandler Power Products, www.loadhandlerproducts.com, 800-354-0560

Phillips & Temro’s Idle Free Series 5000 eAPU is a high-capacity-cooling electric auxiliary power unit with a compressor and a wall-mounted evaporator engineered to deliver more than 300 cfm of airflow while maintaining an average cabin temperature of 68 degrees Fahrenheit in an ambient temperature of more than 100 degrees. The slim low-profile unit contains a compressor and a condenser that mounts to the back of the cab, preserving frame rail and under-bunk space. The company’s Automatic StartStop technology starts the engine when the APU’s batteries need to be charged.

Phillips & Temro Industries, www.phillipsandtemro.com, 800-654-5382

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AD INDEX Castrol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . castrol .com/vectonusa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 CCJ Innovators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ccjinnovators .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58 Citgo Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . citgoproveit .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Citgo Partner Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . citgolubes .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26-27 Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . spicerparts .com/redbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC Direct Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . directequipmentsupply .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 Double Coin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . doublecointires .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 Drivers Legal Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . driverslegalplan .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50, 51 Drivewyze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drivewyze .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . eatoncumminsjv .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 Eberspacher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . eberspaecher-na .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 EZ Oil Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ezoildrain .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 FleetPride . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fleetpride .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Fleetworthy Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fleetworthy .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . freightliner .com/corneroffice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC-1 Hankook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hankooktire .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 HDAW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hdaw .org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72 Howes Lubricator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . howeslube .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Imperial Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . imperialsupplies .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 Innovative Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ipatools .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 Instructional Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . instructiontech .net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 Isuzu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . isuzu .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kenworth .com/trucks/w990 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-21, 23 Lite-Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fleetsolutions .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31, 33, 35 LKQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lkqheavytruck .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 Minimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . minimizer .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 NTEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . worktruckshow .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 O’Reilly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . firstcallonline .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 Opus Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . opusbank .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 Penske . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . gopenske .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . peterbilt .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BC Petro TA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ta-petro .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 PPG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ppgcommercialcoatings .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Prestone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . prestonecommand .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 ProMiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . promiles .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shell .us/proacademy .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shell .us/lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rotella .com/products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 TMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tmcannual .trucking .org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 TMW Trimble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tmwsystems .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45, 47, 49 Total Specialties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . totalspecialties .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 VeeBoards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . veeboards .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 Verizon Connect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . verizonconnect .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Vipar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . truckforceservice .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . volvotrucks .us/remoteprogramming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9 Wabco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . wabco-na .com/brakesmarter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Wreaths Across America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . trucking .wreathsacrossamerica .org . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 Xtra Lease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xtralease .com/25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 Yokohama . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . yokohamatruck .com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 commercial carrier journal | november 2018

87

PREVENTABLE or NOT? Blue Pony pounces on Doe’s restaurant delivery

O

n the morning of the accident, refrigerated straight-truck driver John Doe was rolling along Friendly Road toward Greensboro, N.C., en route to the Fiesta Fresh restaurant with several boxes of Mrs. Hotstuff ’s Chili Con Carne. At the moment, Doe was listening to a dramatic account, on Channel 19, of a heroic Quebec-based trucker who’d taken a trailer load of broccoli hostage – as a protest against unsafe working conditions – before his capture in Iowa. Holy Hollandaise!

Ah hah … there was the “Trucks Only” delivery entrance to Fiesta Fresh, John Doe was preparing to dead ahead. Doe slowed to a crawl, cauback up to the restaurant’s tiously entered the tiny dock area behind loading area when an employee who was late for the restaurant and began a wide swing work skidded her Mustang toward the right, at 5 mph, in anticipainto his truck. Was this a tion of backing to the loading area. His preventable accident? right-turn signal was flashing. Without warning, tragedy struck.

Betty Brashly, a sleep-dazed late-for-work waitress, accelerated wildly into the gravel-covered dock area behind the wheel of her blue Mustang, seeking a shortcut to the employee parking area. Suddenly aware that Doe was turning across her bow, Brashly leaned on her horn, hit the brakes and started to slide. Simultaneously, Doe saw a flash of blue enter the yard and panic-stopped within a few feet but … WHUMPO! Egad!

Brashly’s pony car had skidded right into, and slightly dented, Doe’s right-side saddle tank!

Since Doe contested the preventable-accident warning letter from his safety director, the National Safety Council’s Accident Review Committee was asked for a final verdict. NSC immediately ruled in Doe’s favor, noting that he’d proceeded with caution and was stationary when struck by the speed-crazed Brashly.

88

commercial carrier journal | november 2018

RED on the OUTSIDE.

GENUINE OE QUALITY INSIDE. FATIGUE TESTING: 1810 SERIES U-JOINTS

248,773

Spicer® u-joints outperform the competition. See test results at

250,000 225,000 200,000

SpicerParts.com/RedBox.

Spicer 10™ Series u-joints performed more than 5X better than the closest competitor

Spicer 10™ Series

175,000 150,000 125,000

Demand the Best, Demand Spicer Genuine OE Quality.

100,000

FATIGUE CYCLES

Tested. Proven. Trusted. Driven.

75,000

26,880 Meritor Part # M281X

50,000

46,907 Neapco Part # 6-0281

25,000

Spicer 10 Series Spicer Part # 5-281X ™

U-JOINT KIT TEST RESULTS • AVERAGE CYCLES TO FAILURE – BASED ON SAMPLES TESTED

SpicerParts.com or for our e-catalog, DanaAftermarket.com #SpicerRedBox © 2018 Dana Limited. All rights reserved.

Introducing the Model 579 UltraLoft™, with a lightweight integral cab-sleeper design that takes the Model 579 to new levels of driver comfort and performance. The distinctive exterior features a bold, sculpted roofline and aerodynamic enhancements for increased fuel economy. The new interior offers best-in-class headroom, bunk space and storage. The standard PACCAR Powertrain, including the PACCAR MX-13 engine and the advanced PACCAR Automated Transmission, maximizes fuel efficiency and drivability, making the Model 579 UltraLoft the driver’s truck of choice.

For more information, stop by your nearest Peterbilt dealer or visit Peterbilt.com.

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